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In This Issue
God Speed, John Glenn!
VMFA-121 Arrives in Iwakuni
MACCS Marines Explore Their Past
Winter 2017
The Magazine of Marine Aviation
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Publication: Yellow Sheet MCAA Journal - Winter Issue
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In This Issue
Join us for MCAA 2016!
History of MCAS Cherry Point, NC, 1940-1980
CH-53K: A New Era of Heavy-Lift Force
Winter 2016
The Magazine of Marine Aviation
In This Issue
Join us for MCAA 2016!
History of MCAS Cherry Point, NC, 1940-1980
CH-53K: A New Era of Heavy-Lift Force
In This Issue
The “Class of 2016” Aviation Award Winners
Devil Cats in Korea 1950-1951
VT-86 Transitions and Upgrades
In This Issue
2016 MCAA Symposium Recap
“Nighthawks” in Vietnam 1967
The Tailored Ace
Summer 2016
The Magazine of Marine Aviation
In This Issue
2016 MCAA Symposium Recap
“Nighthawks” in Vietnam 1967
The Tailored Ace
Summer 2016
In This Issue
1oo Years of Marine Corps Reserves
Fresco Firing Phantoms Flailing
Honoring Marine Aviation in World War II
Fall 2016
The Magazine of Marine Aviation
MCAA Partners with The Flying Leatherneck Museum
Offering TWO MEMBERSHIPS for the
price of one to the FIRST 200 PEOPLE
For $40 you can belong to both
You will receive: four quarterly MCAA
magazines and the bi-monthly Museum
Exclusive member only invitations and 10%
to special events and the Museum store
Take part in supporting your community
MCAA National gave over $25K to the Injured
Marine Semper Fi Fund and $5K to the Marine
Corps Scholarship Foundation in 2016
Be part of the preserving the history and
future of Marine Air
Roxanne M. Kaufman details the life and legacy of a
Great American.
Col Al Animal” Ransom recounts an 18-month period when
two Marine Corps YOV-10 aircraft made history.
49. VMA-331
LtCol Kingman Lambert reccalls his time with the young
squadron and LtCol Bill Gafney’s leadership
The Magazine of Marine Aviation
The Marine Corps Aviation Association’s
Yellow Sheet takes the name from the old
yellow-colored, printed form that pilots used
to record fl ight data after each hop.
The original yellow sheet had a tear-off
portion, which contained basic aircraft
information with space for aircrew log book
stats, ight time, instrument time, number
of takeoffs and landings, type of fl ight,
passengers, and other assorted information.
At the end of a fl ight, a pilot always walked
into the “line shack” and reached for the
yellow sheet. And that’s why the MCAA
named this publication The Yellow Sheet.
This iconic photo captures two
Marine Corps’ legends at the
beginning of their careers in front
of the El Centro Of cers’ Club in
CA, in July 1943: Lt Thomas H.
Miller, standing on left, and Lt
John H. Glenn Jr. to his right pose
for a photo op with fellow  ight
students. The pair would remain
lifelong friends and work tirelessly to
promote the advancement of Marine
ON THE WEB || www.
7 Commander’s Corner
9 Squadron POC
12 From the Hallway
21 Squadron News
22 Active Duty Updates
36 Book Review
40 Curator’s Corner
64 ID This Aircraft
65 Taps
66 Donations
69 New Members
70 Corporate Members
52. VMFA-121
The Green Knights have arrived at their new home
in Iwakuni and are “ready to roll!”
LtCol David Joseforsky, Maj Mark Murphy, Maj
Mike Carlson, Maj Marcus Hinckley, and MGySgt
Edward Cordasco pay tribute to those who came
before them and educate us on new advancements.
/irhq @ir
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LtGen Keith J. Stalder, USMC (Ret)
MajGen Jon Gallinetti, USMC (Ret)
MajGen Bob Butcher, USMC (Ret)
Col Robert Deforge, USMC (Ret)
Col Art White, USMC (Ret)
Col Alan Sullivan, USMC (Ret)
LtGen John G. Castellaw, USMC (Ret)
Gen William L. Nyland, USMC (Ret)
Gen John R. Dailey, USMC (Ret)
Col John Gumbel, USMC (Ret)
LtCol Tim Hill, USMC (Ret)
Col Bruce Hulick, USMC (Ret)
Col Bob Nasby, USMC (Ret)
Col Eric Van Camp, USMC (Ret)
Col Earl Wederbrook, USMC (Ret)
Col Paul Croisetiere, USMC (Ret)
LtCol Rich Richardson, USMC (Ret)
Col T. David Seder, USMC (Ret)
Col Clyde Woltman, USMC (Ret)
715 Broadway Street
Quantico, VA 22134
Col Scott Leitch, USMC (Ret)
CWO-4 James R. Casey, USMC (Ret)
Roxanne M. Kaufman
540.273.8433 | rkaufman@
The MCAA is a non-pro t organization incorporated in
1972 to carry out the work and spirit of the First Marine
Aviation Force Veterans Association, which was made
up of Marines who served in WWI prior to 30 November
1918. Today, our membership includes active duty,
retired, and honorably discharged Marines and anyone
else with an interest in Marine Corps aviation – past,
present and future. MCAA represents the entire spec-
trum of Marine Corps aviation from all ranks and skills.
Bright Eye Designs
2017 Of cers & Board of Directors
In 1972, the First Marine
Aviation Force Veteran’s
Association leadership met
to discuss the future of the
organization. They faced a tough
fact; their membership numbers
were dwindling, as the original
charter limited eligibility to
veterans who served in Marine
aviation during the First World
War. Though spirited, many
of the plank holders were
starting to lose touch with the
The agreed upon solution
was to charter a new
association. It would become
known as the Marine Corps
Aviation Association (MCAA).
It would be open to the entire
“spectrum of Marine aviation—
all ranks and all skills”.
The Association would
include an expanded awards
program (there were only
two awards in 1972) and
begin producing a “quarterly
newsletter to inform and
educate our membership
and the public on Marine
aviation. MCAA would honor
its “founding fathers” by
giving members of FMAFVA a
life membership.
The National Commander,
Lieutenant General Carson
A. Roberts, penned a letter to
potential members saying, “…
Such a dynamic organization
[Marine aviation] clearly
deserves the advantages
inherent in an association
dedicated to perpetuating the
spirit of this vital sector …”
His comments are still valid
There isn’t a better story to
be told. Though MCAA and The
Yellow Sheet have evolved over 45
years, our dedication to telling the
story of Marine aviation, past and
present, remains strong. We hope
you remember that bond every time
you read our publication, because
telling YOUR story is the lifeblood of
this fraternal organization.
Active Duty and Reserve Aviation
Marines enjoy the support of
MCAA in unprecedented ways.
We work closely with the Deputy
Commandant for Aviation,
Lieutenant General Davis, to make
your MCAA the voice of Marine
Air. To do that, we need your
help; encourage Marines to join
and attend and support MCAA
events. Together, we can all make a
difference for the Marine Corps!
The Marine Corps Aviation Association recently presented a check in the
amount of $17,500 to the Semper Fi Fund, which provides immediate
nancial assistance and lifetime support to post-9/11 wounded, critically
ill and injured members of all branches of the U.S. Armed Forces, and
their families.
“I want to thank everyone at the MCAA for their remarkable
generosity, said Karen Guenther, President, Executive Director and
Founder of the Fund. “Our extremely low overhead means that these
dollars will have the maximum impact toward improving the lives of
Marines who have sacriced so much on behalf of all Americans.
For more information about the Semper Fi Fund, explore their
website atsemperor visit them on Facebook at
LtGen Keith Stalder, MCAA National
Commander, presents a check for
$17,5000 to Karen Guenther, President,
Executive Director and Founder.
Winter 2017
Yuma - Tom Miller
Col Marcus Annibale
XO - Col Billy McMillin (Ret)
San Diego - Marion Carl
CO - Col William Swan
XO - Col Greg Goodman, USMC (Ret)
POC - Col Earl Wederbrook, (Ret)
Camp Pendleton - Mike Yunck
CO - Col Patrick Gough, USMC (Ret)
858-679-1755 ext. 114
Pensacola - Roy Geiger
CO - Col Eric Buer
850-452-9460 ext 3001
Col Joe Richards, USMC (Ret)
Orlando - John F. Bolt
LtCol Tim Hill, USMC (Ret)
XO - Col Rick Packard, USMC (Ret)
Kaneohe Bay - Bruce Matheson
CO - Col Michael Watkins
Pax River - John Glenn
CO - Col Matt Kelly
XO - Trish Post
CO - Col Joe Mahoney, USMC (Ret)
XO - Col Andrew Ley, USMC (Ret)
POC - GySgt John Margie, USMC (Ret)
Cherry Point - A.A. Cunningham
CO - LtCol Ryan Shadle
New River - Keith McCutcheon
CO - LtCol Shayne Frey
XO - Maj David Holdstein
MCAS Futenma - Joe Foss
CO - Col Thomas Euler
XO - Col Phil Van Etten, USMC (Ret)
235 Death Angels
Tom O’Rorke
531 Gray Ghosts
FC Ralph Delisanti, (USA) Ret
Robert “Guy” Robinson
CO - MSgt Kevin Bonner, USMC (Ret)
Devastate Charlie Marine Air C2
CO - Col Paul Weaver
XO - LtCol Chris Gros, USMC (Ret)
POC - Col Curt Ames, USMC (Ret)
Donald E. Davis, Marine
Aviation Logistics
CO - Col Donald E. Davis, USMC (Ret)
XO - Colonel Laura Sampsel, USMC
POC Col Kevin McCutcheon,
USMC (Ret)
A new MCAA “At Large”
Squadron is forming in
Please contact Mike
Dukes for more information at:
Beaufort - The Great Santini
CO - LtCol Philip Williams
XO - Maj John Simpson, USMC (Ret)
Corpus Christi - John Smith
CO - LtCol Kevin Heartwell
XO - Maj Anthony Navarrette
Norfolk - Darden-Schilt
Prospective CO –
Col Mike Soniak, USMC (Ret)
Quantico - Nighthawk
CO - Col Steve Taylor, USMC (Ret)
Seattle - Richard Mangrum
LtCol Art Crowe, USMC (Ret)
CO - Col Peter McArdle
OpsO - Maj Ian Rowe
MCAA 2017 Registration Form
Listed below are all registration and meal costs for the Symposium & Aviation Summit. Send a check, money order, or credit
card (no phone reservations accepted) to ARMED FORCES REUNIONS, INC. You may also register online and pay by credit card at All registration forms and payments must be received on or before 8 May 2017.
Armed Forces Reunions, Inc.
322 Madison Mews
Norfolk, VA 23510
757-625-6401/757-627-3807 fax
Registration cut-off date is 8 May 2017
Price Per
# of
Includes Symposium Registration Fee, Welcome Aboard Reception (Wednesday), and
Flight Jacket Happy Hour (Thursday).
$95 $
Same as package #1 plus Awards Banquet (Friday).
$158 $
(For security purposes registration is mandatory)
MCAA Symposium Registration & Access to MCAA Ready Room
(do no choose if you purchased active duty packages above) OR
$10 $
Exhibit Hall Access Only $0 $
Welcome Aboard Reception (Wednesday) $40 $
Flight Jacket Happy Hour (Thursday) $50 $
Luncheon with Guest Speaker (Friday) – Not included in any packages listed above $34
Awards Banquet (Friday) $65
Golf Tournament (Saturday) Military $65 $
Golf Tournament (Saturday) Gov, Retired Military $75
Golf Tournament (Saturday) Civilian $85 $
Flying Leatherneck Aviation Museum & Static Display Tour (Thursday) $32 $
Total Amount Payable to Armed Forces Reunions, Inc. $
Please do not staple or tape your payment to this form.
Registrant full name: ______________________________________________ Call Sign: ________________________________
Classication (select all that apply):
Active Duty
General Ofcer
Company name/Active Duty Unit: ________________________________________ Rank _______________________________
MCAA Member?
NO MCAA Sqdn: ________________________________________________________________
Address: ________________________________________________________________State ___________ Zip ____________
Telephone ( _____ ) _________ - _____________ EMAIL _______________________________________________________
1) ____________________________________________________ 2) ______________________________________________
Visa /MC/ Discover Card # __________________________________________________________Exp: _____________________
Name on card: __________________________________________Signature: _________________________________________
Check # ________ Date Received _________
Winter 2017
La Jolla, CA
Monday, 15 May
1600 - 2000 Registration Open
Tuesday, 16 May
0700 - 1800 Registration Open
0730 - 1800 Industry Exhibits Open
0800 - 0930 DCA Opening Remarks
0930 - 1730 OAG Meetings
2000 - 2400 MCAA Ready Room
Wednesday, 17 May
0700 - 180 Registration Open
0730 - 1300 Industry Exhibits Open
0800 - 1730 OAG Meetings
1800 - 2030 Welcome Aboard Mixer &
Industry Exhibits Open
2030 - 2400 MCAA Ready Room
Thursday, 18 May
0700 - 1700 Registration Open
0730 - 1300 Industry Exhibits Open
0800 - 1000 MCAA Board of Directors Meeting
0800 - 1730 OAG Meetings
1030 - 1100 MCAA Membership Meeting
For attendees canceling reunion activities prior to the cut-off date, Armed Forces Reunions, Inc. (AFR) shall process a full refund less the non-
refundable AFR registration fee ($10 per person). Attendees canceling reunion activities after the cut-off date will be refunded to the fullest extent
that AFR’s vendor commitments and guarantees will allow, less the non-refundable AFR registration fee. Cancellations will only be taken Monday
through Friday from 9:00am until 5:00pm Eastern Standard Time, excluding holidays. Please call (757) 625-6401 to cancel reunion activities and
obtain a cancellation code. Refunds processed 4-6 weeks after reunion. Canceling your hotel reservation does not cancel your reunion activities.
1130 - 1530 3D Marine Aircraft Wing tour (with static
displays) and tour to the Flying Leatherneck
1530 - 1600 Award Winner Brief
1600 - 1700 Award Winner Reception
1730 - 1830 Winging Ceremony
1830 - 2030 Flight Jacket Happy Hour & Exhibits Open
2030 - 2400 MCAA Ready Room
Friday, 19 May
0800 - 0900 DCA 1-v-1 with Junior Of cers
0915 - 0930 DCA Opening Remarks
0930 - 1115 Summit Speaker Series
1130 - 1200 MCAA Memorial Service
1200 - 1300 MCAA & DCA Luncheon
1315 - 1630 Summit Speaker Series & DCA Closing
1730 - 1830 National Commander’s Reception
(By Invitation)
1800 - 1900 Awards Banquet Reception
1900 - 2200 Awards Banquet
2200 - 2400 MCAA Ready Room
Saturday, 20 May
0700 - 1430 MCAA Golf Tournament
2017 MCAA Symposium Schedule
15-20 May 2017
Hyatt La Jolla, CA
Thursday, 18 May continued
John Glenn defined an age of
American history in three storied
institutions. But whether he was
orbiting the Earth or on the Senate
floor, he was always a Marine.
he bond created in the Marine
Corps is strong and it never
dies. The strength of this bond
was once again impressed upon
me the day I made the ofcial
condolence call to John Glenn’s
wife, Annie, and the family. For
two and a half hours we sat at
their kitchen table and shared
stories almost exclusively about
the Marine Corps and John Glenn’s
dedication to public service. It was
soon apparent that above all else in
his extraordinary life, John Glenn
identied himself as a Marine.
Most of his exploits are well
known. He was a ghter pilot in
WWII and in the Korean War, he
set a world speed record as a test
pilot, and became a global hero
as the rst American to orbit the
Earth. He went to ight school
and to war in the Pacic ying F-4
Corsairs with his lifelong friend
and future Deputy Chief of Staff for
Aviation, Lieutenant General Tom
Miller. In the Korean War, he ew
F-9 Panther jets with his wingman,
baseball legend Ted Williams. His
famous space ight happened as
the Cold War was heating up, and
John Glenn understood both the
importance of the space program
and the risks involved. Like all of
the Mercury astronauts understood,
putting yourself on top of a ballistic
missile that was originally designed
to deliver nuclear weapons took
tremendous courage and a sense
of dedication to something larger
than one’s self. As a result of his
Mercury ight in 1962, John Glenn
was the rst recipient of the MCAA
Marine Aviator of the Year Award.
He mentored future astronauts like
Major General Charles Bolden, and
at the age of 77 returned to space
in the Space Shuttle Discovery. He
loved to y and did so until his 90s
when the ight docs said “no more.
Of all of John Glenn’s exploits,
it was his dedication to public
service, to his family, and to things
larger than himself, that is the most
admirable. Honor, courage, and
commitment are all captured in
John Glenn’s guiding principle of
dedication to service above self. It
is the Marine way. Colonel Glenn’s
son, David captured this sentiment
saying that nothing was more
important to his father than being
in a band of brothers; “being in
a group of people like the Marine
Corps who were more afraid of
failing their comrades than losing
their own lives. John Glenn’s sense
of duty and dedication to serving
his country never faded.
While as a Senator, John
Glenn always looked out for
the Marines, especially Marine
aviation. Every 90 days Senator
Glenn checked in on the Deputy
Commandant for Aviation (DC/A)
to ensure the government was
properly supporting the Marines.
He understood the relevance and
importance of Marines being
supported by their own airplanes
and pilots. When the DC/A was in
jeopardy of becoming a two-star
position, Senator Glenn stepped
in to make sure that the DC/A
remained a three-star so Marine
aviation would never be in a
subordinate position to the Navy
or Air Force. His commitment to
Marine Aviation kept the MAGTF
alive and allowed our Corps to
continue to be the nation’s Air-
Ground force-in-readiness, most
ready when the nation is least
In the end, John Glenn made it
clear that he wanted to be buried
in his Service A uniform with
his wings of gold pinned upon
his chest. He dedicated his life
to service to our country and to
the guiding principles of honor,
courage, and commitment. General
John Dailey, USMC (Ret), stated that
John Glenn publicly embodied the
ideals of entire nation. He said John
Glenn “dened an age of American
history in three storied institutions.
But whether he was orbiting the
Earth or on the Senate oor, he was
always a Marine.
By LtGen Jon M. Davis
Deputy Commandant for Aviation
Lieutenant General Jon M. Davis
Winter 2017
A Marine with VMFA(AW)-225 renders
a salute to the pilot after completing
his nal inspection of the aircraft
during exercise Cope North at
Andersen Air Force Base, Guam.
In the halls of the Pentagon, the Marine Corps aviation staff works to ensure that
the Marine Corps maintains readiness for the current fight while simultaneously
planning a future force that will eventually integrate into the Defense Department’s
(DoD) Third Offset Strategy. The present requirements are challenging yet tangible
problems. The future requirements consist of integrated elements of a complex
system capable of adapting to future high-end threats. The key is to create an
effective complex system, allowing for a bottom-up approach guided by simple set
of rules that can be universally applied. When a network of complex systems is
combined with the bottom-up rules of maneuver warfare, the system has the inherent
flexibility to adapt to threats. The challenge for the Marine aviation staff is to keep
one foot firmly planted in the present and the other in the future. The Third Offset
Strategy, the DoD’s latest strategic initiative, is a complex endeavor designed to
capitalize on technology to asymmetrically defeat, or preferably deter, any potential
adversaries. Deputy Secretary for Defense Robert Work and Vice Chairman of the
Joint Chiefs of Staff General Paul Selva are the chief architects of the Third Offset
Strategy. This article provides a conceptual overview of the Third Offset Strategy
and Anti-Area / Access-Denial (A2/AD) environment for which it was conceived. Next,
it examines the challenges Marine aviation must overcome to meet its present and
future requirements. The article closes by considering how the complex nature of the
Marine Corps utilizes a systems approach needed for future warfare.
The Third Offset Strategy
and the Challenges to
Marine Aviation
“E Pluribus Unum … Out of Many, One”
By Lieutenant CoLoneL Brian W. CoLe, HQMC, aviation
The Third Offset Strategy
The Pentagon recently released
its plans for its future defense
program commonly known as the
Third Offset Strategy, but ofcially
known as the Defense Innovation
Initiative. The Third Offset Strategy
is a set of initiatives that are
largely technology based to create
a series of strategic integrating
capabilities. These capabilities
are aimed at giving U.S. forces a
military-technological, asymmetric
advantage over potential
adversaries. Deputy Secretary of
Defense Robert Work describes
the Third Offset Strategy not as a
unied eld theory but as a holistic
strategy focused on strengthening
conventional deterrence.
In other
words, the strategy is envisioned as
a deterrent to conventional warfare
mainly in an A2/AD environment.
Work envisions the Third Offset
Strategy in the abstract more as a
set of questions by which to assess
our potential adversaries’ abilities
while continuously challenging
ourselves by exploring ways to
counter those abilities.
The Third Offset Strategy is
so named because it is the third
such strategy the United States
has developed to “asymmetrically
compensate for a disadvantaged
Instead of developing
the capability to compete directly
against an adversary’s strength, an
offset strategy “seeks to shift the
axis of competition, through the
introduction of new operational
concepts and technologies, toward
one in which the United States
has a signicant and sustainable
The rst offset
strategy was President Dwight
Eisenhower’s New Look Strategy,
which used nuclear primacy
over the Soviet Union to offset
the superior conventional Soviet
forces in Europe. The United States
developed its second offset strategy
during the 1970s, after the Soviet
Union reached parity with the U.S.
nuclear arsenal. The second offset
was necessary to counter the threat
of Soviet mechanized forces and it
relied on precision-guided weapons,
stealth aircraft, and the integration
of various new intelligence,
surveillance, and reconnaissance
The Third Offset
Strategy is a set of yet undened
operational concepts, but will be
uncovered by focusing on long-
range research and development,
new operating concepts, and
improving war gaming techniques.
The strategic initiative involves
investing in new technologies,
MV-22 Ospreys, assigned to the “Ridge
Runners” of VMM-163(Rein), prepare
to takeoff from the ight deck of the
amphibious assault ship USS Makin Island
(LHD 8) in support of a helo-borne raid
during Exercise Alligator Dagger, in the
Gulf of Aden.
Winter 2017
autonomous robots, advanced
sensing and computing, and big
data analytic and networking
capabilities. The DoD “hopes to
create new military capabilities that
will counter competitors’ advances
in precision weapons, long-range
missiles and electronic warfare.
The Third Offset Strategy is not
cheap. The DoD is investing $3.6
billion in FY2017, and a total $18
billion in Third Offset initiatives
over the Future Years Defense Plan
The Center for Strategic
and Budgetary Assessments reports
that over the next 5 years the DoD
plans to invest:
$3 billion in weapons and
concepts for strike and air-to-
air combat
$500 million in improved
defense capabilities
$3 billion in submarine and
undersea capabilities
$3 billion in human-machine
teaming, collaborative decision
making, and swarming systems
$1.7 billion for cyber and
electronic warfare, to include
systems that autonomously
sense, react, and learn
$500 million for war
gaming, testing, and concept
Deputy Secretary Work warns
that the Third Offset is not just
about technology. His focus is on
new operational and organizational
constructs that technologies
Anti-Access / Area Denial
(A2 /AD)
The Third Offset Strategy must
be capable of defeating an A2/
AD scenario, so it is important
to understand the A2/AD
environment. First note that A2/
AD challenges are not new to US
forces. Chief of Naval Operations
Admiral John Richardson noted
that the term A2/AD goes back to
the Battle of Mobile Bay in 1864.
The A2/AD concept dates as far
back as the Peloponnesian War
that began in 431 B.C. Anti-access
efforts are designed to prevent
or degrade the ability of a force
to enter an operational area. The
anti-access efforts can be military,
geographic, or political. The term
area-denial refers to military efforts
that prevent forces from operating
within a given operational area.
A2/AD threats can be found across
the entire spectrum of conict,
from low end threats like those
in Afghanistan through high-end
conventional state level threats.
A2/AD threats cover a wide
spectrum, which the United
States and its Allies face today.
The current A2/AD threats range
from small, high speed boats,
mortars and rockets, IEDs of
various kinds, and even small
GPS jammers to long-range anti-
ship ballistic missiles (ASBMs)
and cruise missiles, long-range
precision guided ballistic missiles,
long-range air defenses, electronic
and cyber warfare techniques
and technologies, and chemical
or biological weapons. Future
A2/AD threats include improved
accuracy of long range precision
strike systems. For example
Scud-B missiles have a circular
error probable of 900m when red
from a distance of 300km, but the
modern Chinese DF-15A missile
has a CEP of 30-45m, and the DF-
15B has a CEP of 5-10m when
red from its maximum range of
600km. Additionally cruise missiles
and unmanned aerial vehicles,
which are much less expensive than
ballistic missiles, have proliferated
signicantly over the last decade.
The future A2/AD threats
pose signicant challenges to the
Joint Forces, but developing the
capabilities to counter these threats
is only a means to the greater end
of maintaining international order
and maintaining access to critical
natural resources. This means that
the US must maintain control of
“the risky littorals and the complex
terrain and urbanized political
centers where political power and
centers of gravity will congregate.
The challenge of operating in these
environments has been mastered
over the years by the Marine Corps
through its operational philosophy
of combined arms, air-ground
teamwork, its ability to ght and
project Marine air and ground task
forces (MAGTF) from sea-bases
and coastal expeditionary bases-
ashore, its organizational attitude
of innovation, and its adaptable
ghting style. The Marines must
apply these principals toward
planning future capabilities to
operate in the face of the A2/AD
challenges as part of the DoD’s
Third Offset Strategy, all the while
remaining the force in readiness
to answer the call for all the other
missions it could be tasked with.
Challenges to Marine
In the last issue of The Yellow
Sheet, the Deputy Commandant
for Aviation, Lieutenant General
Davis succinctly stated that his
responsibility distilled down to
readiness. His job is to ensure
Marine aviation is ready to answer
our nation’s call. His challenge
is great because Marine aviation
is going through a particularly
profound period of evolution.
Many platforms are in transition,
conguration improvement, or
in between Initial Operational
Capability (IOC) and Full
Operational Capability (FOC).
Meanwhile the spectrum of global
security issues is widening. Natural
and manmade disasters continue
to create humanitarian suffering,
violent extremism continues to
challenge security and stability,
and near-peer geopolitical tensions
are on the rise. In the midst
of this chaos, uncertainty, and
complexity, the Marines must
remain prepared to successfully
operate in the current environment
while simultaneously preparing to
operate in some unknown future
Readiness in Marine aviation
means being prepared to face
uncertainty. Secretary of Defense
Ash Carter recently said that our
forces must prepare for challenges
we may not have yet anticipated.
Those unknown challenges, Carter
reminds us, are ones that we do
not have the luxury of choosing
Lieutenant General
Davis recently said to a group of
second lieutenants at The Basic
School that future challenges to
the U.S. range broadly from low
intensity conict to the high-end
spectrum of warfare, and Marine
aviation must be in a position
to meet such a broad range of
future challenges. Therefore,
Lieutenant General Davis must
ensure the planned procurement
of new aircraft and associated
infrastructure and personnel will
meet obligations to the United
States and its allies – now and in
the future.
Assistant Secretary of Defense
for Research and Engineering
Stephen Welby recently said
that signicant global challenges
requiring U.S. technological
superiority are on the horizon.
Welby points out that over the
past 15 years of sustained U.S.
combat operations, regional
actors have studied our strengths
and they are capable of devoting
resources to develop ways to
Two Marine AH-1Z Viper pilots with HMLA-169 prepare
for exercise Seahorse Wind in a Viper simulator aboard
MCAS Camp Pendleton, CA. Exercise Seahorse Wind is a
long-range raid exercise conducted by over 600 Marines
with the 3rd MAW and the 1st MarDiv.
counter U.S. power projection.
Both state and non-state actors are
pursuing means to develop parity
with U.S. military-technological
Countries like North
Korea and China, as well as non-
state actors, are accessing high-end
military technology and working
hard to counter American forces.
Secretary Carter specically notes
that China and Russia are working
to close the “technology gap with
the United States.
Marine Aviation as a
Complex Adaptive System
Marine aviation is in a state of
transition and is leveraging new
technology to enable its warghting
capabilities in ways still unknown.
The equipment, weapons, and
network systems being adopted
across all platforms, enabling each
to sense, shoot and share, will
inuence how all elements of the
MAGTF interact. Shared networked
capabilities will allow the rules and
tenets of maneuver warfare to be
applied when each Marine Corps
element has the ability to respond
to what happens around it and to
adjacent units. Each element will
respond to its environment while
it pursues its mission; it will learn
and improve its tactics, techniques,
and procedures (TTPs) while also
inuencing the way other elements
operate while pursuing the
MAGTF’s mission accomplishment.
This means that the warghting
capability of the Marine Corps
cannot be fully understood by
reducing it to its separate elements.
It can only be understood in the
aggregate. In fact, this has always
been the nature of the Marine
Corps, but with new technologies
coupled with innovative operational
and organizational constructs, the
warghting potential of the Marine
Corps as a whole will further
exceed the sum capabilities of its
Marine aviation must set
requirements that enable airplanes,
weapon systems, and networking
to complement the other Marine
Corps elements. Much of this is
already in the Marine Aviation
Plan. For example, Lieutenant
General Davis and his staff planned
for future digital interoperability
convergence with cyber and
electronic warfare in the MAGTF.
Digital interoperability, as dened
in the Marine Aviation Plan,
is the seamless integration of
Marines, systems and exchange
of data, across all domains and
networks throughout the MAGTF,
naval, joint, and coalition forces, to
include communication in degraded
or denied environments, to rapidly
share accurate information, provide
greater situational awareness,
accelerate the kill chain, and
enhance survivability.
Deputy Secretary Work’s focus
on command and control is echoed
in Marine Corps’ doctrine, which
states that “No activities in war are
more important than command
and control.
The new technology
and evolving operational and
organizational constructs of the
Marine Air Command and Control
System (MACCS) is not an end
unto itself. The cohesive system of
units throughout the Marine Air
Control Group (MACG) integrates
with other elements of Marine
Aviation to create a system that in
the aggregate generates greater
warghting capability than the
sum of its individual parts. The
MACCS has evolved into a system
that is enabled by technology, and
one that now enables additional
new technologies, integrating in
adaptive ways.
The F-35 is an integral part
of the network of systems. In
addition to stealth and precision
weapons, the F-35 couples a suite
of multi-spectral sensors that fuses
information for the pilot, the rest of
the MAGTF, and the Joint Forces by
sending and receiving information
via networks. The F-35 is not only
an advanced multirole ghter, but it
is an information node that enables
an increasingly efcient kill-chain.
The survivability, lethality, and
networking interoperability of
the F-35 t into the Third Offset
Strategy by its ability to create an
asymmetric advantage against an
A2/AD situation. The attributes
of the F-35 ensure exibility so
Marines can adapt it to be used
against both current and emerging
Other Marine Aviation initiatives
will also seamlessly integrate into
the DoD’s Third Offset Strategy.
Cyber capabilities offer an excellent
example of a bottom-up approach
that creates an adaptive complex
network and is now an established
element of Marine Aviation. While
much of cyberwarfare capabilities
remain classied, most people are
aware of the Stuxnet attack on
Iranian nuclear centrifuges and
the 2007 cyber-attack on Estonia.
Most were completely stunned
when the details of these events
were released, and one can imagine
how far cyber capabilities have
advanced in the last few years and
where they may lead in the future.
Take for example how a computer
system was able to identify the
missile system that shot down
ight MH-17 over Ukraine in July
AH-1W Super Cobra takes ight after
a static display presented by Marines
of the 31st MEU to Republic of Korea
Marines and sailors on Camp Hansen,
Okinawa, Japan,
Winter 2017
of 2014. The computer system was
able to self-learn by picking up
cues through networks that veried
the very system that red at MH-
17 and verify that the system had
just days before come across the
Russian border and into the hands
of Russian separatists in Ukraine.
Cyber warfare is today what the
airplane was in the 1930s. We
know it is a proven and effective
capability that we must go to war
with, but we have yet to understand
the ways in which it will be used
in the future. Cyber warfare
capabilities are now integrated in
the Marine Aviation Plan to be used
today and developed in the future.
Looking forward
The key to effective networking
and warghting is to allow for a
bottom-up approach inherent in the
concept of maneuver warfare. The
bottom-up approach of maneuver
warfare is the “exibility of mind
to deal with uid and disorderly
situations…a certain independence
of mind, a willingness to act
with initiative and boldness, an
exploitative mindset that takes full
advantage of every opportunity…”
It is this mindset that makes
Marines not only effective
warghters, but able to effectively
handle uncertain and complex
problems such as developing
a warghting network for the
future with relatively unknown
capabilities. The current DoD
focus is on the acquisition of the
right equipment, proper training
of personnel, and creating a
conceptual operational framework.
When the framework is combined
with the bottom-up philosophy
behind maneuver warfare, the
Marine Corps will adapt. As the
Marine Corps adapts, optimal
functionality, capable of integrating
future technologies and responding
to the future capabilities of potential
adversaries will emerge.
The bottom-up approach
creates inherent exibility to
adapt to our potential adversaries’
capabilities. The Third Offset
Strategy conceptually seeks to
create an asymmetric advantage
over potential adversaries. It is a
holistic strategy in which to assess
our potential adversaries’ abilities
while continuously challenging
ourselves by exploring ways to
counter those abilities. The Marine
Corps’ ethos and Marine Aviation’s
innovative approach enables the
Third Offset Strategy. The Marine
Corps is a system of elements that
combine as a whole to interact in
ways that achieve emergent and
adaptable capabilities. This system
and its emergent properties can
meet the demands of the present,
and it is inherently capable of
adapting to future challenges. The
real challenge for Marine Aviation
is to simultaneously prepare for this
unknown future, meet the demands
for the current ght with the
current people and equipment, and
merge the two to create an effective
transition while increasing combat
See Endnotes on page 71
A maintainer with
VMFA (AW)-225 inspects
an F/A-18D Hornet prior
to takeoff.
The Marine Corps Aviation Association
congratulates our members below on their
selection for promotion to colonel.
Douglas S. DeWolfe
Eric Garcia
Richard E. Marigliano
Nathan Michael Miller
Jeffery M. Pavelko
Michael P. Quinto
Charles E. Smith
Major Casey D. Nelson, an MV-22
Osprey instructor assigned to Marine
Aviation Weapons and Tactics Squadron
One (MAWTS-1) was awarded the 2015
Daedalian Exceptional Pilot Award on 4
January 2017 for extraordinary display of
courage and leadership during humanitarian
assistance disaster relief operations in
earthquake stricken Nepal 2015.
Nelson assembled and supervised a team
to plan and coordinate a four plane
MV-22B launch across 4,500 miles
through Philippine, Vietnamese, ai,
Indian, and Nepalese airspace. As a direct
result of his efforts VMM-262 delivered
over 134,000 pounds of relief supplies,
transported 300 people, and conducted
over 60 casualty evaluations.
e presenter of the award was retired
U.S. Air Force Lieutenant General
Nicholas B. Kehoe, a pilot during the
Vietnam War who earned the Air Medal
with 27 oak-leaf clusters during his career.
MAWTS-1 Aviator Recognized for Exceptional Courage and Leadership
By MCas yuMa CoMBat CaMera
“Until you
do it yourself,
it is difficult
to recognize
or appreciate
the chaos and
desperation that
is associated
with these
missions or the
challenges of
the flying in the
environment that Casey and his team faced
during 156 sorties,” said Kehoe.
Nelson was nominated by the Deputy
Commandant of Marine Aviation,
Lieutenant General Jon Davis for the award
and was the third MAWTS-1 instructor
to receive the recognition. Nelson had no
idea he was receiving the award until his
name was called during the ceremony in
MAWTS-1 Memorial Hall.
“I am pretty speechless. I wouldnt be
here without the support of my family and
the guys in my squadron,” said Nelson.
e Order of Daedalians was created
in 1934 to honor the first American pilots
who flew in combat. Its Exceptional Pilot
Award was first awarded in 1999 and is
presented annually to a pilot selected by
each military branch.
Left to Right: Col Jim Wellons, CO of MAWTS-1, Major Casey D.
Nelson, and Lieutenant General Nicholas B. Kehoe, USAF (Ret),
during the presentation of The Exceptional Pilot Award.
Have you had a recent change of command or been selected for promotion? If so, contact: rkaufman@
n 28 October 2016, the Keith
McCutcheon Squadron hosted
over 300 Marines to hear “skid”
pilots, Lieutenant General Thomas
“Stash” Conant, USMC (Ret), and
Captain Dennis “Tex” DeRienzo,
USMC (Ret) tell their “mostly” true
stories at the Marine Corps New
River Ofcers’ Club.
The guest of honor for the
event was Tex DeRienzo. On 10
February 1999, Tex was severely
injured during a pre-deployment
night training mission in the BT-9
target range near Piney Island,
North Carolina. The AH-1W Cobra
he was copiloting crashed in the
icy waters off the coast of North
Carolina due to the rocket pod’s aft
retainer ring separating from the
rocket launcher and striking the
tail rotor of the helicopter, causing
a complete loss of yaw control.
The aircraft rotated uncontrollably
several times as it went down and
due to exceptional piloting skills
and crew coordination impacted
the water with forward motion and
a level attitude. Once submerged,
Tex credits his training and “ght
or ight” instinct for allowing him
to ght through the pain and panic
of crashing in the water at night to
egress the aircraft and stay aoat
until he could be rescued. Search
and rescue Marines with MCAS
Cherry Point’s Marine Transport
Squadron 1, fondly known as
“Pedro, responded to the accident
in less than an hour, ying one of
their HH-46E rescue helicopters.
DeRienzo sustained severe bodily
injuries including a broken back.
Following his recovery, Tex was
unable to remain on active duty.
Once medically retired he returned
to New York and worked for the
New York Police Department where
he had been a police ofcer prior to
joining the Marine Corps. He served
as a NYPD detective and in various
aviation unit billets including chief
pilot for several years.
Tex’s message of resilience was
lled with survival truths all aviators
can take to the cockpit with them.
Preight your personal survival
gear and your helicopter with a
keen eye before every mission.
Wear the appropriate level
of cold weather gear the
mission requires—although
in his mishap not wearing
cold weather gear most likely
allowed him to walk again
due to lowering his core
Believe in your training
including the dreaded helo
dunker; he believes his dunker
training helped him in getting
out of his downed aircraft.
The mission is the most
important thing you are
conducting at that moment and
if and when danger strikes, it
is ght or ight. Keep ghting,
don’t ever give up, believe
in your training and muscle
memory, it will save your life.
Lieutenant General Conant
also addressed the crowd. His
overarching message of the evening
was to know your mission, your
job, and take care of your Marines.
Appreciate and embrace the
fraternity of Marine aviation; be
active in your MCAA squadron
and mentor new Marine aviators.
He introduced several legendary
Marine aviators in the crowd,
including Colonel Larry “Bandit”
Outlaw, USMC (Ret) and Colonel
Terry Crews, USMC (Ret), and briey
told their stories. This ofcers’ club
is ours, we should be going here
for PME’s, de-briefs, camaraderie,
and social interaction. A lot can be
learned at the club when the stories
(mostly true) start getting told.
LtGen Thomas “Stash” Conant, USMC (Ret), left, called up Col Larry “Bandit”
Outlaw, USMC (Ret), and told of his exploits during his career in the Marine Corps.
The speakers addressed a packed house of active duty Marines.
n the facing page a Marine with
Marine Air Control Squadron
4 (MACS-4) Detachment Bravo,
Marine Air Trafc Control Mobile
Team (MMT), lines up the VS-17
platform with the base Marine
while establishing an expeditionary
aireld training zone at Marine
Corps Air Station (MCAS) Iwakuni,
Japan, on 21 December 2016.
The training allows the MMT
to gain experience, practice
constructing an expeditionary
aireld, and complete training and
readiness requirements.
Okinawa Marines Practice Makeshift Runway
Skills on Mainland
“MMT usually consists of six
to eight Marines set to operate
in a 72-hour environment by
themselves . . . without support,
said Corporal Chris Swogger, an
air trafc control Marine with
MACS-4 Detachment Bravo. “If
we were in combat we would be
able to establish an expeditionary
runway. We go out and set up these
runways, land and refuel aircraft,
which allows us to further push
into the country without having
to take over airelds or build
permanent structures.”
An MMT comprises of a base,
pace, chase, reference, navigation
aid, and communication technician
who establish a 60-foot wide and
3,000-foot long runway in remote
locations during combat scenarios,
medical evacuations or for
humanitarian aid.
“The base Marine establishes the
front end of the runway and is the
one in control talking to the aircraft,
said Swogger. “The pace Marine
runs down the 3,000-foot landing
zone and every 500 feet drops off a
panel marking. The chase Marine
follows the pace and sets up the
A KC-130J with VMGR-152 makes its nal approach on an
expeditionary aireld at MCAS Iwakuni with MACS-4 Det Bravo.
Marines placing panel markers along the 3,000-foot runway.
By 1st MaW Pao
Winter 2017
left side of the runway. And the
reference point Marine runs all the
way down to the 3,000-foot marker
and acts as the in-between for the
base and pace, and allows the base
to line up the runways with the
reference point at the far end.
The MMT Marines conduct this
training every three to six months
to rene their skills, keeping them
ready for expeditionary operations
while in a garrison environment.
Marine Aerial Refueler Transport
Squadron 152 (VMGR-152) assisted
MACS-4 Detachment Bravo while
also completing their training and
readiness requirements.
“MMT Marines are extremely
important to our aircraft landing
zone operations, said Captain
Jeffrey Simonson, a KC-130J pilot
with VMGR-152. “They are able to set
up the strip to resemble what would
be seen in a real-world scenario.
The runway we use in Okinawa does
not provide realistic training. The
landing strip here in Iwakuni is much
smaller, providing challenging and
realistic training for the squadron.
Each pilot has to conduct this
training a minimum of once a year.”
Staff Sergeant George Price,
an MMT instructor with MACS-
4 Detachment Bravo, assisted in
directing aircraft to the runway
from the ground.
MMT instructors are trained
by Marine Aviation Weapons and
Tactics Squadron 1 (MAWTS-1) at
MCAS Yuma, Arizona, over a six-
week period.
“To be an instructor we have to go
through MAWTS-1 and participate in
a lot of the live-ying training with
every type of aircraft the Marine
Corps has, said First Lieutenant
Jeremy Graves, air trafc control
ofcer with MACS-4 Detachment
Bravo. “We learn our pace counts,
how to set up an aireld, controlling
aircraft in an expeditionary
environment, and we work with
all of the Weapons and Tactics
Instructor Course. It is a big event
and a lot of training goes into it.
Graves said the Marines will be
conducting aircraft landing zone
training quarterly and did well
for their rst time conducting this
training on the air station.
SSgt George Price directs a KC-130J Hercules during
aircraft landing zone training.
Enlisted Marines Take Part in Readiness and Interoperability Training
An AV-8 Harrier pilot with VMA-542 waits on the
ight line before a routine inspection during ATR.
arines with Marine Attack
Squadron 542 (VMA-542),
based out of Marine Corps Air
Station Cherry Point, North
Carolina, currently forward
deployed to Marine Corps Air
Station Iwakuni, work through
freezing temperatures to keep the
squadrons AV-8B Harriers in the
air during the Aviation Training
Relocation (ATR) Program at
Chitose Air Base, Japan.
During the training, Marines
with the power line division for
VMA-542 are the last ones to look
at an aircraft before takeoff and the
rst ones look at them upon arrival.
ATR is a joint effort between
the United States and Japanese
governments to increase
operational readiness between
the Marine Corps and the Japan
Air Self Defense Force. The goal
is to improve interoperability and
reduce noise concerns of aviation
training on local communities by
disseminating training locations
throughout Japan.
“It’s important to ensure the
safety of these aircraft before
they launch, Staff Sergeant
Justin Knopp, power line division
chief for VMA-542. “We have to
be meticulous in what we do to
prevent any situation of a downed
aircraft. We are looking for any
functions and systems that aren’t
working properly prior to ight.”
Knopp said it’s just another day
of work, but it’s an additional ght
to stay warm and work through
the different procedures of the
Japanese culture such as how to
dispose of hazardous materials.
During ATR, power lines Marines
ensure the safety of the aircraft
through routine ight inspections,
and launching and recovering the
“It’s a good feeling knowing that
what we are doing has kept the
Harriers in the air, said Corporal
Cody Setere, a power line mechanic
for VMA-542. “It’s my job, it’s what
I signed up to do and I will continue
ensuring just that.
VMA-542 will support the
ATR Program as they continue to
safeguard ight operations over the
next week.
“My Marines have been hitting
it out of the park during this ATR,
said Knopp. “They’re always where
they need to be when they need to
be there and I couldn’t be happier
with the way they are performing.
I know they will keep doing what
they have to until it’s time to go
home and get back to work there.
By 2nD MaW Pao
Winter 2017
Maintainers worked in frigid temperatures to keep VMA-542 aircraft
ying. An AV-8B Harrier taxis down the runway during ATR.
Marines with VMA-542
conduct preight
inspections during the
ATR Program at Chitose
Air Base, Japan.
he RQ-21A Blackjack Unmanned
Aircraft System (UAS) ew for
the rst time from Patuxent River
Naval Air Station Webster Outlying
Field, Maryland, in December.
Before ying at Webster Field,
the system conducted testing at
the manufacturer Insitu’s facility,
in Boardman, Oregon, as well as at
Marine Unmanned Aerial Vehicle
Squadrons (VMUs) on the East and
West Coasts.
“We’re excited to have Blackjack
ying and to be able to support it,
said Commander Matt Densing,
director of UAS Test Directorate
(UASTD). “Webster Field is a great
place to test UAS. We are right
under restricted air space, and
we’ve got the right people and
resources available to conduct
developmental tests on Blackjack.
The UASTD will evaluate
new payloads and check out
new software versions through
Blackjack Soars over Southern Maryland
By Peo(u&W) PuBLiC affairs
regression testing, which is when
new software or components are
added to a system or air vehicle,
and the test team completes test
points to ensure there are no
unintended consequences of the
modication or upgrade.
“Having Blackjack ying locally
is benecial for the RQ-21A team
and for UASTD, said Colonel
Eldon Metzger, program manager
for the Navy and Marine Corps
Small Tactical Unmanned Aircraft
Systems Program Ofce (PMA-
263), whose team oversees the
Blackjack program. “It’s great to
have resources and a test team so
close to the program ofce to be
able to maintain consistent testing
and evaluation as we continue to
grow and develop the system’s
Blackjack is currently deployed
with the Marine Corps and will
continue to support shipboard
operations. The rst Navy systems
will become operational this year.
The Blackjack system provides
the warghter with dedicated
intelligence, surveillance and
reconnaissance capable of
delivering actionable intelligence
directly to the tactical commander
in real time. The expeditionary
nature of the Blackjack, which does
not require a runway for launch
and recovery, makes it possible to
deploy a multi-intelligence-capable
UAS from ships with minimal
A Blackjack system is comprised
of ve air vehicles, two ground
control stations, and launch and
recovery support equipment. At
8 feet long and with a wingspan
of 16 feet, the air vehicle’s open-
architecture conguration is
designed to seamlessly integrate
sensor payloads, with an
endurance of up to 16 hours.
An RQ-21A Blackjack takes off from
Patuxent River Naval Air Station
Webster Outlying Field, Md. for the
rst time in December 2016.
Winter 2017
he Marine Corps Assistant
Deputy Commandant for
Aviation (Sustainment), William
E. Taylor, visited Fleet Readiness
Center Southwest (FRCSW) to learn
more about Cold Spray additive
technology on 23 January 2017.
Engineers and artisans from
FRCSW did a demonstration and
brieng for Taylor, a member of
the Senior Executive Service, as
well as Marine Corps aviation
representatives from Camp
Lejeune, California. The Cold Spray
technique is saving Naval Aviation
time and money in repairing
aircraft components and returning
them to the eet, improving
readiness across the Navy and
Marine Corps.
“This has a lot of promise,
Taylor said.
Cold Spray is an additive, solid-
state thermal spray process that
Engineers Demonstrate the Value of Cold Spray Repairs to Naval
By nae PuBLiC affairs
can restore components’ critical
dimensional features lost due to
corrosion, wear or mechanical
damage. It works by taking
powdered metal alloys (customized
for the need of the specic part
to be repaired) and spraying it
onto the metal of the damaged
component, creating a mechanical
bond. The process creates a low-
porous or nonporous surface
without making any heat-induced
changes to the substrate.
Put less technically, the
process bonds metal to metal in a
(relatively) low-heat environment,
lling in any corrosion or other
damage in machine parts. Repairs
often take less time and are safer,
too. To use a traditional chrome
coating, for example, takes 20 hours
to cover a part with 20 millimeters
of metal; Cold Spray can do it with
a tungsten/carbide/cobalt alloy in
about two minutes. The process
also eliminates the health hazards
posed and safety precautions
required using traditional methods.
The repaired parts come
out stronger and less prone to
mistake. According to Luc Doan, a
materials engineer at FRCSW, of the
approximately 150 parts repaired
using Cold Spray so far, none have
been returned for another repair.
Additionally, none have resulted in
machine rejections. With traditional
methods, approximately 20 to 40
percent are machine rejected.
Conrad Macy, a secondary power
Fleet Support Team (FST) engineer
for Naval Air Systems Command,
explained that the parts can endure
at least 10 times more stress and
impact than traditional parts. It
might be more, but at that point,
engineers stopped trying to test the
damage limits.
An F/A-18D Hornet with VMFA-225 prepares to land at MCAS Iwakuni, Japan, on
5 January. The squadron is forward deployed to Iwakuni on a six-month rotation
with the Unit Deployment Program to improve operational capabilities through
training in the Pacic region.
Macy is the impetus behind
bringing Cold Spray to Naval
Aviation. In his job working with
the eet making repairs to aircraft,
he became tired of throwing away
expensive parts because of minor
damage. He felt certain that some
process could x the parts, so he
began searching for it. About six
years ago, through a Small Business
Innovation Research (SBIR)
project, he found what he needed
with Cold Spray. The SBIR with
company Inovati sealed the deal,
showcasing the applicability of Cold
Spray to increase eet readiness
by refurbishing previously
scrapped components. Often, these
components are in demand across
Naval Aviation, but have long lead
This less expensive, faster
method of repair has saved more
than $1 million on one part alone.
The F/A-18’s Aircraft Mounted
Accessory Drive (AMAD) costs
approximately $168,000 each.
Damage to one part of the AMAD
would result in scrapping the
entire drive previously, but with
the repairs available through Cold
Spray, 10 have been refurbished
and sent back to the eet for a
savings of about $1.6 million.
Inovati’s Cold Spray technique
is called Kinetic Metallization. Cold
Spray can encompass a variety
of techniques; this one uses low
pressure helium or nitrogen and a
sonic nozzle to accelerate particles.
The combination of low pressure
and sonic gas speed signicantly
decreases gas consumption
compared to conventional Cold
Spray processes while still
achieving high particle velocities,
according to the company.
It also wastes less material
compared to other Cold
Spray machines and
techniques, according to
the Navy.
To bring the process
to Naval Aviation, Macy
worked with engineers
at FRCSW to explore
different options. The
team brought an Inovati
machine to its laboratory
environment three years
ago, and its success led
to installation of another
machine in the production
shop at FRCSW in
December 2015.
FRCSW is the main
depot for all variations of
the F/A-18, so most of the
parts it has repaired using
Cold Spray have been for
that platform. However,
it has also been used for
E-2, F-5, CH-53 and H-1
parts, as well as for the
LM 2500 ship engine.
Engineers now are
pressing forward with
future applications for
the technology, including
on MV-22 windowsills. Macy is
exploring through another SBIR
the use of a rotating nozzle in the
Cold Spray machine. The current
machine has a xed nozzle, which
works well for easily rotated parts,
but not as well for bulkier ones.
“We’re going to be successful,
Macy said. “I’m not really worried
about it.
The Naval Aviation Enterprise
is a cooperative partnership of
Naval Aviation stakeholders focused
on sustaining required current
readiness and advancing future
warghting capabilities at best
possible cost. It is comprised of
Sailors, Marines, civilians, and
contractors from across service
branches and organizations,
working together to identify and
resolve readiness barriers and
warghting degraders.
Winter 2017
MV-22 Osprey Depot-Level Repair Facility Opens in Japan
By CoMfrC PuBLiC affairs
embers of Fleet Readiness
Center Western Pacic
(FRCWP) joined Japanese city of-
cials, industry executives, and
self-defense force leaders in a
ribbon cutting ceremony on 12
January to open the rst, Japan-
based, depot-level MV-22 Osprey
repair facility at Camp Kisarazu,
a Japanese Ground Self-Defense
Force (JGSDF) operated air eld.
The hangar bay facility, under
contract with Fuji Heavy Industries,
is critical to maintaining the entire
forward-deployed Marine Corps
MV-22 Osprey eet.
“The (M)V-22 is a strategic
asset for the Marines in Japan,
said Captain Matthew Edwards,
commanding ofcer of FRCWP.
“Opening this facility is a win-win
situation for the Japan-U.S. alliance;
it will allow us to ensure the long-
term sustainment of the Marine
Corps aircraft, and the Japanese
will gain important experience
on working with the aircraft.
The JGSDF is in the process of
procuring seventeen V-22 aircraft.
FRCWP worked closely with Fuji
Heavy Industries and the JGSDF to
make this event happen on time.
“We had to coordinate the
development of the facility and
ensured that it met specications.
We provided aircraft support
equipment, and also had to
train Fuji Heavy Industries
technicians to use the Department
of Defense supply system, said
Scott DeLorenzi, MV-22 Logistics
Management Specialist. “Despite
these types of challenges, we are
still on schedule.
Once depot-level maintenance
begins at the facility, FRCWP, which
is based at Naval Air Facility Atsugi,
Japan, will provide oversight,
engineering support, material, and
technical data for the life of the
Training for the Japanese aircraft
maintainers has been provided by
the 1st Marine Aircraft Wing, and is
expected to continue mid-January,
with the rst Osprey to undergo
depot-level maintenance shortly
Fleet Readiness Center Western Pacic Commanding Ofcer, Capt Matthew Edwards, joins Japanese city ofcials, business
executives, and Japanese Ground Self-Defense Force (JGSDF) leaders in a ribbon cutting ceremony for the newly opened MV-22
Osprey, depot-level repair facility in JGSDF aireld, Camp Kisarazu. The facility is the rst depot level facility for the MV-22 to
open in Japan and will serve a critical role in keeping forward-deployed aircraft operational.
Colonel John Herschel Glenn, Jr.
Winter 2017
ohn Herschel Glenn, Jr.
was born on 18 July 1921
in Cambridge, Ohio. His
parents, John and Clara,
were hardworking and extremely
involved in their community; his
father served as a bugler with the
U.S. Army in France in World War I
and became a small business owner
after the war, and his mother was a
schoolteacher. His idyllic Midwest,
All-American upbringing would
continue to inuence his views on
education, patriotism, and service
before self throughout his life.
Perhaps the two biggest
inuences during his childhood
were his ride in a WACO airplane in
1929 with his father and his friend
Anna Annie” Margaret Castor. The
two started dating in high school
and never stopped. After graduating
from New Concord High School in
1939, Glenn entered Muskingum
College. Like many college students,
he was uncertain about his chosen
path—he still had his eyes to the
Glenn was intrigued when he
heard about a Civilian Pilot Training
Program at Muskingham. Though
the project was sponsored by the
Department of Commerce, not the
college, he could continue to take
college classes and receive credit
hours for piloting training—a win-
win! He applied to the program and
was accepted, receiving his pilot’s
license on 26 June 1941.
When the Japanese attacked
Pearl Harbor, he left college. He
enlisted in the U.S. Army Air Corps
and was sent back to New Concord
to await further orders. Never
one to be patient, he took action
on his own and enlisted as an
aviation cadet in the U.S. Navy. He
departed for preight training at
the University of Iowa a few weeks
later. After completing preight
training, Glenn then transitioned
to primary ight training in Olathe,
Kansas, followed by advanced ight
training in Corpus Christi, Texas.
God Speed, John Glenn
By roxanne M. kaufMan
If there is one thing I’ve learned in my years on this planet, it’s that the happiest and
most fulfilled people I’ve known are those who devoted themselves to something bigger
and more profound than merely their own self interest.” JHG, Jr
Glenn addresses the crowd after
being presented with the Alfred
A. Cunningham Award for Marine
Aviator of the Year in 1962.
Do you want to serve your
country? Do you think you are
good enough to join the best
outfit? … Marines were doing
some pretty impressive things,
so I wanted to be part of that.
He would transfer to the Marine
Corps while in Texas. Glenn
was commissioned as a second
lieutenant and winged in March
1943. He and Annie were married
the following month, on 6 April
Glenn reported to his rst
squadron, Marine Observation
Squadron 155 (VMO-155). Flying
new F4U Corsairs, the squadron
trained stateside until receiving
orders to deploy to the Pacic in
February 1944. VMO-155 would
make a brief stop on Midway
Island before continuing on to the
Marshall Islands in July 1944.
Launching from Majuro Atoll,
VMO-155 conducted daily combat
missions as part of the effort to
push through the islands. The
squadron transferred to Kwajalein
Atoll in November.
By the end of his wartime service
in February 1945, Captain Glenn
had own 59 combat missions (his
Corsair was hit by anti-aircraft
re during 5 of those missions),
received 2 Distinguished Flying
Crosses, and 10 Air Medals.He
would redeploy to Cherry Point,
North Carolina, and was eventually
reassigned to the Naval Air Test
Center at Patuxent River, Maryland.
During the post-war years,
Glenn furthered his education
and conducted ight-testing for
the advancement of military
aviation. He served with Marine
Fighter Squadron (VMF-218) at
Nan Yuan Field outside Peiping,
China, graduated from the Naval
School of All-Weather Flight at
Corpus Christi, Texas in 1950 and
the Amphibious Warfare School in
Quantico, Virginia, in 1951. In June
1952, he was promoted to major
and would deploy for the Korean
War the following year.
His rst assignment was with
VMF-311, as the operations ofcer.
He would meet another lifelong
friend in the squadron, baseball
star Ted Williams. Reserve Captain
Ted Williams had been recalled
for active duty again and ew
several combat missions as Glenn’s
wingman. Major Glenn ew 63
combat missions in Korea. He
encountered heavy anti-aircraft
re, which signicantly damaged
his Grumman F9F Panther. After
one mission his aircraft had over
200 holes. Glenn earned two more
Distinguished Flying Crosses and
an additional eight Air Medals for
his actions.
To sit back and let fate play its
hand out and never influence it
is not the way man was meant
to operate. JHG, Jr.
He applied for the exchange
program with the U.S. Air Force in
1953. He was accepted and served
with the 25th Fighter-Interceptor
Squadron near Suwon, Korea, ying
the F-86 Sabre jet ghter.During
his exchange tour with the Air
Force, he ew 27 more combat
missions over the border of China
and Korea. Glenn had shot down
three MiGs and was given the
nickname—“MiG Mad Marine.”
Upon returning stateside, his
accomplishments were rewarded
with a slot to the test pilot program
at the Naval Air Test Center at
Patuxent River, Maryland. Glenn
was heavily engaged in all aspects
of ight-testing, evaluation, and
armament plans for Marine Corps
aircraft, primarily ying the Chance
Vought F8U Crusader. It was during
this time that Glenn theorized on
the idea of an F8U traveling above
the speed of a bullet red from a
.45-caliber pistol—over 585 miles
per hour; hence, the undertaking
became known as “Project Bullet.
It would take some convincing for
others to see the value of such an
experiment though.
He campaigned hard and Marine
Corps’ leadership eventually
relented. On 16 July 1957, Project
Bullet launched at 6:04 am from
Los Alamitos Naval Air Station,
California, to Floyd Bennett Field
on Long Island, New York. Glenn
refueled in-ight three times,
averaged over 723 miles per
hour, and broke the record by 21
minutes. Glenn received a fth
Distinguished Flying Cross for this
record-breaking ight.
We used to joke about canned
men, putting people in a can
and seeing how far you can
send them and bring them
back. That’s not the purpose
of this program ... Space is a
laboratory, and we go into it to
work and learn the new”.
As the United States entered
the space race in 1958, Glenn
became one of the hundreds of
military test pilots to apply for
Project Mercury; the mission to
get an American in space. He was
ofcially accepted on 8 April 1959.
He was the only Marine of the
seven original astronauts and knew
his Marine Corps’ ethos gave him
an advantage. Glenn drew upon
his Devil Dog training and his test
and evaluation background to
help design several aspects of the
instrumentation in the spacecraft.
He was condent and not shy
about speaking up if there was a
better way to do something. Glenn’s
efforts nally paid off by November
1961. NASA announced he would
become the rst American to orbit
the earth. He would be the fth
person in space.
His journey to space would see
numerous delays though; there
would be ten aborted attempts.
Winter 2017
The mission of the Mercury-Atlas
Mission Number 6 nally occurred
on 20 February 20, 1962 at 09:47.
Friendship 7 spacecraft traveled
between 160 - 256 kilometers
above the Earth at more than
28,000 kilometers per hour,
orbiting the Earth three times.
I felt exactly how you would
feel if you were getting ready
to launch and knew you were
sitting on top of 2 million parts
— all built by the lowest bidder
on a government contract”.
Although there were several
glitches aboard Friendship 7, Glenn
persevered and safely splashed
down in the Atlantic Ocean near
Grand Turk Island in the Bahamas
at 1443. The crew from USS Noa
recovered Glenn and the spacecraft.
Then he was own by helicopter to
the aircraft carrier USS Randolph.
He would undergo medical testing
and continue to be debriefed.
The information he provided was
invaluable. Glenn was able to
answer long-lingering scientic
questions on the affects of space on
man, lessons learned on manned
space ight and technology, and
provided great insight about the
view from space. He has taken
numerous photographs with a
handheld camera; the four rolls of
lm were priceless to NASA and the
struggling U.S. Space Program.
Against a backdrop of escalating
Cold War-tensions, his space ight
was a symbol of American pride
and technological advancement.
The ight was broadcast on every
television station and turned on in
every household and classroom in
America. It was as if time stood still;
Americans paused to celebrate the
“victory. His boy-next-door looks
and Midwest roots symbolized the
belief that if you worked hard and
studied hard in America you too
could go into space one day. Colonel
John Glenn, Jr. became a household
name overnight—a national hero.
The public outpouring of phone
calls and letters from around the
world overwhelmed Colonel and
Mrs. Glenn.
There was a lot to celebrate.
Vice President Lyndon B. Johnson
ew to Grand Turk Island and
accompanied Glenn on his return
trip to Patrick Air Force Base in
Florida. He rejoined the family
and was also greeted by several
of his Mercury colleagues. The
family, along with Vice President
Johnson, would travel via car from
the Patrick Air Force Base to Cape
Canaveral. The television cameras
caught it all. Eighteen miles of
Highway A1A was lined with
thousands of people who wanted
to get a glimpse of the man who
orbited the earth.
Once the motorcade reached
Cape Canaveral, President John F.
Kennedy greeted the Glenn family.
After further medical testing and
debrieng, President Kennedy
presented Glenn with NASAs
Distinguished Service Medal.The
celebrations would continue.
On 26 February, the Mercury
astronauts and their families
attended a reception at the
White House to celebrate their
successes, but Glenn’s orbit was
the “talk” of the day. Afterwards,
despite dismal weather, Vice
President Johnson, Colonel and
Mrs. Glenn led a parade riding
in a convertible from the White
House to the Capitol Building.
Marine Corps and NASA PR
photo to celebrate Glenn’s orbit
around the earth.
Thousands of people turned out.
The scene repeated itself all over
the county for months. The largest
estimated crowds were in New
York City, where over four million
people lined the streets. Glenn was
overcome by all the attention and
always redirected the praise to a
“team effort.
The most important thing we
can do is inspire young minds
and to advance the kind of
science, math and technology
education that will help
youngsters take us to the next
phase of space travel”.
JHG, Jr.
He eventually returned to
working at NASA and refocused
his efforts on the Apollo spacecraft.
Glenn spent a lot of time on
travel as well, speaking on the
value of the technology and space
exploration. He continued to look to
the sky in hopes of another journey
to space; however, President
Kennedy had other plans for him.
Leadership kept him on the ground
as their “Goodwill Ambassador” for
America’s space program.
Glenn would retire from the
Marine Corps in 1965 and his
begin his private and political
career. He worked in industry for
a few years, supported various
campaigns, and eventually
represented the state of Ohio in
the Senate from 1974 – 1999.
He retired from the U.S. Senate
on 20 February 1997—the 35th
anniversary of his Friendship 7
Just because I’m 77 doesn’t
mean I don’t have a dream.
The idea of Senator Glenn going
back into space came from his
time studying aging while in the
U.S. Senate. He argued that his
background and age, 77, made him
uniquely qualied to conduct such
a mission. Though it was years in
the making, the idea nally came
to fruition by 1997. Glenn would
spend almost a year traveling
between Washington, DC, and
Houston, Texas. He underwent
rigorous medical and cognitive
tests. Then, on 29 October 1998,
Senator John Glenn launched as
part of the Space Shuttle Discovery
team. He was a payload specialist
on the nine-day mission. The
Discovery did 134 orbits and Glenn
once again provided invaluable
medical data to NASA. Glenn’s
space exploration ended at Cape
Canaveral on 7 November 1998.
By its very definition, civic
responsibility means taking
a healthy role in the life
of ones community. That
means that classroom lessons
should be complemented by
work outside the classroom.
Service-learning does just that,
tying community service to
academic learning. JHG, Jr.
In keeping with his lifetime
of service and advancement of
technology and its applications,
Senator Glenn didn’t simply retire
from the U.S. Senate or NASA, but
continued to give back by founding
the John Glenn Institute for Public
Service and Public Policy at The
Ohio State University in Columbus,
Ohio. The hometown boy had come
back! Through all of his “journeys,
he never forgot the people from
Ohio and that Marines take care of
their own!
From Left: Lts John Glenn and Tom Miller while stationed with VMO-155 at Mauro Island in 1944. Miller went on to
become a lieutenant general and the Deputy Chief of Staff for Aviation. Once a senator, Glenn would continue to
call on Miller to see if Marine air was getting everything it needed.
Glenn and his Mad MiG Marine North American F-86 Sabre.
Route 9 Problem: the Battle for Lang Vei.
The Vietnam War (roughly 1964-1973) was not only a
series of albeit hard-fought, bloody aerial campaigns
by aircrews who ew from hot, humid airelds
throughout Southeast Asia, or the equally hot, humid
undulating ight decks of Seventh Fleet carriers in the
South China Sea. These long collections of unending
sorties were often in concert with terribly bloody and
non-productive battles that resulted in a terrible waste
of human lives on both sides. These confrontations
in the steaming, mind-boiling jungles of the Vietnam
peninsula and its surrounding countries of Laos and
Cambodia, overowing sometimes into Thailand, made
the newspaper headlines to add to the confusion and
heartache of the people at home.
Perhaps one of the bloodiest campaigns of the
Vietnam War was the siege of the base at Khe Sanh in
the northwestern highlands of South Vietnam Lasting
some 77 days beginning in February 1968, the battle
had several battles that occurred outside the main
base of Khe Sanh Combat Base (KSCB), manned mostly
by Marines. The North Vietnamese Army (NVA) and
their Viet Cong minions struck at night and at times
seemed poised to overwhelm the American defenders.
Outside the barbed wire surrounding the camp several
other battles developed, one of which was the smaller
collections of sites that made up Lang Vei on Route
9, west of KSCB. In the early hours of February 8,
1968, one of the rst engagements—in this case with
amphibious PT-76 tanks, able to ford streams and small
rivers to bring their 76mm cannon to bear on American
In a way, Route 9 Problem brings the two venues together during a very
intense period, namely the time of the 1968 Tet New Year, arguably one
of the most hard-fought periods of the war where ground battles raged
the length and breadth of South Vietnam as the communist insurgents
struggled as never before to gain a strong foothold in the south and oust
the powerful American presence.
The action around Lang Vei and Khe Sanh rapidly increased as the
NVA sent in a force of PT-76s that advanced on American positions at
night, The tanks’ re, augmented by ground troops that followed behind
the communist armor, resulted in the rst major casualties in the ranks
of the Americans and their South Vietnamese allies. A few tanks were
destroyed but the outlook quickly became very grim and the Green Berets
began calling for close air support.
As he builds his narrative, the author brings in the timely arrival of
Navy A-1 Skyraiders from VA-25 (Fist of the Fleet) ying from USS Coral
Sea. (CVA-43). Although the A-1, almost universally and affectionately
called the Spad—in respectful reference to the iconic French ghter
of World War I—had been in the war since the earliest beginnings, its
comparative low speed in comparison with the more modern jets it was
Winter 2017
Commander Peter Mersky
USN (Ret)
Cdr. Mersky served in various
intelligence assignments
on active duty and in the
reserves, including two tours
with the Navy’s second-to-last
Crusader squadron. He was the
rst civilian editor of Approach
magazine, and has been the
book review editor for Naval
Aviation News since 1982.
He has written several books
and magazine articles on Navy
and Marine Corps aviation. The
fourth edition of his seminal
history on Marine Corps
aviation was published by the
Naval Institute in 2009.
now sharing the carrier ight deck with had put the once- 20-year-old
veteran at a disadvantage when ying into the dangerous thickets of
enemy ak and SAM envelopes. The A-1 had been relegated to targets
south of the Dimilitarized Zone (DMZ) that separated the two Vietnams.
But the Spad’s pilots were always ready and able to respond when
needed. And this was going to be one of those desperate times. However,
although the A-1 might have been approaching obsolescence, it still
retained its degree of maneuverability and toughness that its jet cohorts
did not. Both advantages would be sorely needed over Lang Vei.
As it happened, a section (two planes) of Fist of the Fleet Spads was
right where it was needed when the FAC orbiting over the Green Beret
camp at Lang Vei called for help from anyone in the area. LCdr. Rosario
“Zip” Rausa quickly acknowledged and took his section down below
the low clouds and proceeded to make multiple passes with bombs and
especially 20mm cannonre over the advancing communist troops. He
and his wingman, Ltjg. Lawrence E. Gardiner, known as “Leg” because
of his initials, gave the Army troops much-needed respite. Rausa and
Gardiner were replaced by other VA-25 aviators.
Strangely, and rather unfortunately, Stockwell reports that while
Rausa’s efforts were praised by his compatriots and especially the Green
Berets, senior leaders were unhappy that he had busted minimums and
gone below the clouds that hung so low over the battleeld. Even today,
some 50 years later, efforts to augment the courageous Fist pilots’ meager
Air Medal in favor of a higher award have been denied. It is hard to gure
this lack of appreciation of the risk taken by an experienced aviator to
help fellow Americans in danger of being overrun by fearsome enemy
forces where ultimate defense was only available from the air and only at
that immediate time.
Readers of magazines and books about Naval Aviation subjects will
recognize retired Captain Rausa’s name as the two-time editor of Naval
Aviation News and the author of several books, including a two-edition
biography of his beloved Spad, as well as biographies of its designer
Ed Heinemann and highly regarded aviation artist R.G. Smith. Now in
his 80s, Rausa still keeps his hand in aviation publishing as the editor
of Wings of Gold, the quarterly publication for the Association of Naval
Aviation (ANA).
Marine helicopters played an important role toward the end of the
action at Lang Vei when VMO-6 and HMM-262 crews ew UH-1s and CH-
46s, respectively, into the battered base to airlift survivors out of harm’s
This heavily-researched book is loaded with details of NVA tactics
and equipment. The descriptions of the U.S. participants are equally
impressive. Dave Stockwell tells a great story, details of which may not
have been available or even considered by many people interested in the
Vietnam War, or even many Vietnam veterans. It is available through the
web site:, as well as other commercial book and
ebook sites.
Anyone familiar with mid-to-late
20th Century military aviation
should be well-acquainted with the
long line of Russian  ghters, the
premier series being that fostered
by the MiG design bureau. “MiG”
is, of course, a colorful acronym
created by joining the initials of
the two last names of the two
designers Artyom L. Mikoyan and
Michail I. Gurevich. The warning
cry of “MiGs! MiGs!” was as much
a part of early jet warfare as was
Achtung, Spit res!” in European
skies during World War II. And with
just as much reason and fear.
Although MiG  ghters did not
play a major role in World War II—
the only truly operational MiG was
the early, rather elegant little MiG-
3 that had largely been replaced
by 1943—the MiG bureau quickly
took its place after the war as the
Soviet Union entered the jet age
with the MiG-9, as well as other
designs from other bureaus. The
world-beater MiG-15 followed and
proved itself the equal of most of
the West’s  ghters, including the
North American F-86 Sabre, which
formed the major opposition the
high-tailed MiG faced during the
three-year Korean War. Flown by a
competent pilot, the MiG-15 could
take the measure of the Sabre, its
speed and heavy three-cannon
armament giving it advantages that
U.S. Air Force pilots de nitely had
to respect.
It was only natural that the MiG-
15 would be improved upon and
would soon give way to its near-
big brother, the MiG-17, midway
through the war, although the MiG-
17 did not enter large-scale service
until after the armistice that brought
the war to an uncertain halt.
Famous Russian Aircraft: Mikoyan MiG-17, Tactical Fighter.
With that
introduction, we
consider this
latest offering
from Crecy and
Specialty Press. At
8 ½ x 11 ½ inches,
this is not a small
book, and with
nearly 500 coated-
stock pages, it
is particularly
weighty. But
it contains
everything you
ever wanted
to know about
the MiG-17.
There is an all-
collection of
and color photos,
charts, pages of
comparison tables
discussing every
MiG-17 produced,
and every country for which
it served. There is also a great
number of color pro les that show
every color scheme and marking
the  ghter ever carried as well as
brief but informative synopsis of
whatever combat missions each
country’s MiG-17 might have seen.
Those who  ew against the MiG
in Vietnam will  nd this section of
special interest.
I don’t know how many scale
models of the MiG are available.
Even those of its predecessor,
the MiG-15, are rather small in
number. But if you can  nd a
model of the MiG-17, this veritable
encyclopedia will show you all the
interior and exterior detail you
need to make it one of a kind.
There are a few errors or
typos or missing letters, probably
because of the need to produce
the book in English, but these are
quickly negotiated. One that really
sticks is the constant reference to
American back-seaters as “WSOs”
or weapons-systems of cers. While
this term is correct for the back-seat
position of a Boeing F/A-18D or
F/A-18F, as well as USAF F-4s, the
U.S. Navy and Marine Corps used
the term Radar Intercept Of cers,
or RIOs, for the men in the rear
cockpits of the F-4 Phantom and the
F-14 Tomcat.
In general, however, the text is
well and enthusiastically written.
If you can get past the pricey fee, I
highly recommend this unusually
well-done book.
2017_MCAA_OneFight_FullAd_Final.indd 1 1/10/17 9:47 AM
From the Collection
Goldfish Club Badge
Ben kristy, aviation Curator, nationaL MuseuM of tHe Marine CorPs
n 29 July, 1944, then Captain Robert “Oak” Millington and his crew
of ve (plus a combat photographer) ew a North American PBJ-1D
bomber from Munda Island as part of a six-plane low-level strike
by Marine Bombing Squadron 413 (VMB-413) against the Tobera Supply
Area on the Japanese held island of Choiseul. The mission plan called for
the six aircraft to make a total of eight attack runs, at an altitude of 150
feet, strang and bombing the target with 100-pound general purpose
and parafrag cluster bombs. On the seventh run, Millington’s aircraft
was hit by anti-aircraft re in the nose, shattering the Plexiglas and
knocking out both of the .50-caliber machine guns, but miraculously, not
harming the navigator/bombardier/nose gunner, Technical Sergeant Joe
DeCeuster. Additionally, the starboard wing was hit multiple times and
a large caliber round went through the tail gunner’s position, wounding
him in the posterior.
Despite the damage, Millington completed his eighth and nal attack
run and set a course back to Munda. The starboard engine lost oil
pressure and was shut down, but the propeller could not be feathered
and it windmilled. With the port engine laboring to keep the plane in the
air, the crew threw anything not bolted down overboard to lighten the
aircraft. Unfortunately, their efforts were in vain and Millington executed
a water landing in the New Georgia Sound, roughly 65 miles from
Maj Robert “Oak” Millington received this
badge for becoming the 1226th member
of the American chapter of The Goldsh
Club on 29 July 1944.
A VMB-413 North American PBJ-1D
returns from a mission. Note the empty
wing racks and extended radome for the
AN/APS-2 search radar in place of the
ventral gun turret.
Munda. Remarkably, the entire
crew (including the photographer,
who had his camera shot out of
his hands during the attack) made
it into the large rescue raft stored
in the tail of the bomber. Only 90
minutes later, Millington and his
crew were safely aboard a U.S.
Navy Consolidated PBY-5 search
and rescue aircraft and headed
back to Munda.
By “escaping death through
the use of his emergency dinghy
or life vest” Millington (and the
others in the aircraft) became
eligible for membership in the
American Chapter of the Goldsh
Club. Millington received a
membership card (member 1226)
and an embroidered Goldsh Club
badge, which could be sewn on the
underside of the lapel of his service
coat. The Goldsh Club was the
creation of C.A. “Robbie” Robertson,
the Chief Draughtsman of the British
rubber company P.B. Cow which
produced “Mae West” survival vests
and rubber dinghies for the Royal
Air Force (RAF), Royal Navy Air
Force, and whose designs were
produced in America for the U.S.
Army Air Forces, the U.S. Navy, and
the U.S. Marine Corps. After hearing
stories from RAF crews rescued from
the English Channel thanks to P.B.
Cow products, Robertson decided to
form “an ofcial club for airmen who
had survived a successful wartime
ditching”- similar to the “Caterpillar
Club“ for pilots and aircrew who
safely use their parachutes or the
“Flying Boot Club” whose members
have successfully escaped and
evaded capture once shot down in
enemy territory.
Though the bulk of the wartime
members were British, chapters
were opened in other Allied nations
during the war. Flying Magazine
sponsored the American chapter
and the magazine’s managing
editor, Max Karant served as
the chapter’s secretary. By war’s
end, there were more than 9,000
Goldsh Club members worldwide
and while the intent was to close
the club at the end of hostilities,
Robbie Robertson continued to
receive membership applications
and managed the club on his own
for many years. Today, the Goldsh
Club still welcomes new members.
Captain Millington returned
to duty and he received a
Distinguished Flying Cross for
sinking a Japanese freighter
via skip bombing. Millington
remained a member of the Marine
Corps reserves until July 1952
and left the Corps as a major. In
1998, Major Millington’s widow
donated his extensive collection
of historic archival materials on
VMB squadrons and Marine Corps
PBJ-1 operations to the Archives
Branch, Marine Corps History
Division. Amongst his papers, was
his original Goldsh Club badge, a
reminder of the day he “earned” his
Then-Capt Millington
and his crew pose
before their PBJ-1D on
Munda. Capt Millington
is standing second from
the left.
During our Marine air operations in the I Corps area of
South Vietnam (SVN) we learned we owned the days,
but the night was a different story. Most of our night
missions were radar bombing. Very little fixed-wing close
air support was provided without the aid of flares, which
made everyone aware that ordnance would soon follow
from artillery or air support. In late 1969, an operational
requirement document was written to create an OV-10
gunship with night vision capability. The Commandant
of the Marine Corps, General Leonard F. Chapman, Jr.
approved it in February 1970. The project received $50M
and was given a classified priority and assigned to Naval
Weapons Center (NWC) China Lake, California.
By CoLoneL aL “aniMaL” ransoM, usMC (ret)
N ight
O bservation
G unship S ystem
We created a
detachment patch
showing a rider on a
bronco with our scout
hat on and with red eyes
carrying a skull with
red eyes representing
infrared. We called
ourselves “Nightriders”.
The YOV-10 in- ight.
schedule was developed
that included two OV-10’s
with a systems completion
date of 31 December 1970,
followed by a 90-day stateside
evaluation period at NWC China
Lake, Marine Corps Base (MCB)
Camp Pendleton, California, and
Naval Air Station Patuxent River,
Maryland. The aircraft would then
be deployed to SVN for a tactical
combat evaluation. This short-fused
project required nding off-the-
shelf available systems that could
marry to the systems in the OV-10.
The forward-looking infrared (FLIR)
system was procured from Hughes
Aircraft Company with a laser
target designator (LTD); a similar
model was used on the B-52. The
XM-197 gun system was procured
from the General Electric Company.
Similar to the six barreled Vulcan
M61 20MM gun used by the U.S.
Air Force—only the XM-197 had
three barrels using the Gatling gun
principle ring at a rate of 750
rounds per minute and had an
Ammo capacity of 1,500 rounds. A
similar gun was later placed on the
Bell AH1J helicopter. Workers at the
North American Rockwell Plant in
Columbus, Ohio, married the two
systems to the OV-10. The FLIR/Gun
were slaved and with a capability
of rotating either about 175 degrees
or down about 85 degrees. The
systems had limits that prevented
the guns from shooting any
part of aircraft. There were two
cathode ray tube (CRT) scopes in
the aircraft. The pilot had a small
ve-inch scope, while the systems
operator in back had a larger eight-
inch scope capable of normal or 4X
The two YOV-10D aircraft (new
designation) arrived in China Lake
during the summer of 1970 and the
night observation gunship (NOGS)
development test phase began. The
combat evaluation crews were due
to arrive in January 1971.
I rst learned of the project
when my monitor contacted me
in the summer of 1970. I was due
to go back to SVN. My monitor
was looking for a major to head
the combat evaluation team. The
Marine Corps needed someone due
for overseas duty, had a weapons
background, and was OV-10
qualied. At the time, I was just
nishing three years as a weapons
instructor at Marine Air Weapons
Training Unit, Pacic (MAWTU-
PAC), later to become MAWTS-1.
I was a major, due to deploy,
weapons qualied but not qualied
in the OV-10. For the Marine Corps,
two out of three was not bad. They
would send me to MCB Camp
Pendleton to get checked out in the
OV-10. Needless to say, I jumped
at this opportunity to help test a
new weapons system and develop
tactics for Marine aviation. I did
not foresee any of the interesting
roadblocks ahead, but it was a
chance for me to get back to what
Marine aviators do best—y in
I was fortunate I had the
opportunity to handpick the rest
of the evaluation team. We needed
three pilots and three systems
operators. We were not only
evaluating the aircraft capabilities
but also needed to evaluate which
type of aviators and systems
operators would be best suited for
YOV-10D. While getting checked
out in the OV-10 with Marine
Observation Squadron Five (VMO-
The NOGS Aircrew.
5) at Camp Pendleton, I had the
good fortune of ying with some
great aviators. Two pilots were
interested in the project. Captain
Pete Rounseville had a combat
helicopter background and was
instructing in the OV-10 and Huey.
The other was First Lieutenant
Jim Dearborn, one of the rst jet-
trained aviators sent directly to
OV-10s as a replacement pilot in the
OV-10. My background was in jets,
so we now had a good mix for the
evaluation. The systems operators
were Captain Hugh Julian a RIO in
the F-4 Phantom; we had served
together in MAWTU-PAC. The
other was an ECMO in the EA-6
community, Temporary Captain
Meek Kiker. Kiker was promoted
from master sergeant to temporary
ofcer due to our shortage of
ofcers in the earlier stages of the
Vietnam War. He was then reverted
back to master sergeant while with
NOGS. The last was an air observer
in the OV-10, Captain Dick Dietmier.
This gave me a good cross section
of systems operators to evaluate
what qualications should be
required in the future.
In January 1971, the ight
crews arrived at NWC China Lake
for testing aircraft and potential
tactics with the systems. Besides
our civilian tech reps, who were
superb, we had the honor of having
three outstanding Marines from
NWC China Lake deploying with us:
Gunnery Sergeant Ed Alexander,
Gunnery Sergeant Fritz Franz,
and Sergeant Kagle. This group of
highly qualied individuals became
the heart and soul of the systems on
the YOV-10D. the crews who would
be working on the aircraft would be
obtained from VMO-2 with the 1st
MAW in DaNang. The ight crews
It became very apparent that we would be like old Indian scouts
nding the hostile Indians for the cavalry, so we decided to
have hats designed that recognized our role as scouts.
Those with the non-regulation mustaches were painted on for
the photo. The weapons we are holding were from SEALs who
were testing various weapons at NWC.
NOGS Marine Detachment
Capt. Pete Rounseville
(pilot) (Maint Ofcer)
Maj. Al Ransom
(pilot) (OIC)
1/LT Jim Dearborn (pilot)
(Admin/Ops Clerk/ IntelO/SLJO)
Capt. Dick Dietmeier
(AO) (XO)
Capt*/MSgt Meek Kiker (ECMO) (Asst Maint)
*Reverted to MSgt during OpEval
Captain Hugh Julian (RIO (OpsO)
Winter 2017
spent their initial time learning the
systems and the ight characteristic
of the YOV-10D. The OV-10 has two
Garrett T76 715 shaft horsepower
(shp) engines that with the
additional weight of the systems
and ammunition did not have single
engine wave-off capabilities. The
single engine ight characteristics
were not sustainable with a full
load of ammunition. Basically, the
aircraft was underpowered. In case
of an engine failure we were able
to dump ammo. This gave us the
opportunity to return to base and
make a landing with no wave-off
capability. We were hoping this
would not be necessary, but you
know—Murphy’s Law.
Once we understood the YOV-
10D all of our ights at NWC
were conducted at night. It
became apparent the pilot could
only y the aircraft and re the
gun when everything was xed
forward. Even then, the lighting
system of the FLIR scope and the
aircraft instrument panel were not
compatible. If you tried to follow
a target on the scope and transfer
your scan to the instrument panel,
it was disorienting. It became
apparent that the systems operator
was going to have most of the fun,
while the pilot kept the aircraft
over the target occasionally looking
at his scope to see what the
systems operator was observing.
The pilot could re the gun in
the xed-forward position when
using standard ordnance delivery
technique along with the four zuni
rockets, two on each wing. We
developed two main tactics. One
was to y directly over or adjacent
to the target and let the systems
operator shoot at the target until
his system tracked to the end of
its limits (which was about 175
degrees in either direction) then
turn around and y by it again. The
other tactic was to orbit over the
target, thus giving the capability of
sustained re on target. The best
altitude for a ring orbit was 2,000
to 2,500 feet. We found the best
ammunition was high explosive
incendiary (HEI). It displayed well
on the FLIR scope at impact. It
could easily be seen impacting from
another aircraft. In order not to be
seen from the ground, we operated
with exterior lights off, except for
a strobe light on top of the aircraft
that could be seen by another
aircraft. This lighting arrangement
and orbital pattern proved very
effective. It became very apparent
that we would be like old Indian
scouts nding the hostile Indians
for the cavalry, so we decided to
have hats designed that recognized
our role as scouts.
Those with the non-regulation
mustaches were painted on for the
photo on the prevous page. The
weapons we are holding were from
SEALs who were testing various
weapons at NWC. We created a
detachment patch showing a rider
on a bronco with our scout hat
on and with red eyes carrying a
skull with red eyes representing
infrared IR. We called ourselves
Once our tactics were developed,
we deployed to MCB Camp
Pendleton to work with the ground
forces. Unfortunately, due to our
classied nature no one knew
anything about us. As a result, it
was difcult to arrange anything
not already in the ground units
training. We would contact ground
units already scheduled for some
sort of night operations and try to
tie into what they were scheduled
to be doing. This meant there
would not be ordnance delivery
and we could only use our FLIR
to assist. The rst operation
involved a platoon-size night
patrol that was to be ambushed.
We arranged to communicate
with them and advised them of
what was ahead of their position
during night movement. Although
IR could not see through heavy
foliage or structures, it was great
in open terrain and light foliage,
which Camp Pendleton had. We
could easily see the trail they were
following and could scout ahead
and nd the ambush. With this
information, we were able to assist
the platoon in avoiding the ambush
while setting up a counter attack.
It is funny when you are talking to
a young Marine and you tell him,
“50 feet in front of you is a fork
in the trail, take the right fork to
avoid the ambush. A surprised
voice comes back and asks, “How
do you know there is a fork in
the trail? I can’t see it. We also
worked with a company that was
setting a cordon around a simulated
Viet Cong village. We were able to
assist the company commander
by identifying signicant gaps in
the mispositioning of his Marines,
specically where the main enemy
forces in the village were located.
It was during this exercise that we
also learned a FLIR systems limit:
in an area with a big campre, the
heat from the re is hotter than
the humans around the re so you
cannot see the humans within that
area. Even though company grade
ofcers benetted from our services
while deployed to Camp Pendleton,
we could not nd an interest
with eld grade ofcers. This
was understandable as they were
preparing to go back to Southeast
Asia. We were an evaluation unit
not an operational unit to be used
by them.
Following the deployment to
MCB Camp Pendleton, we prepared
to deploy to 1st MAW in DaNang
with the intent of ying with the
OV-10 squadron there, but this was
not to be. The U.S. Government was
in the process of reducing forces in
Vietnam. As part of this, 1st MAW
was phasing down to return to
Okinawa and Iwakuni, Japan. At
the time we were to arrive, part
of the phase down would have
begun, and we would not be able to
operate with any units in I Corps.
Headquarters Marines Corps found
us a new home with the Navy
in the Delta area on the Bassac
River, a tributary of the Mekong.
A Navy OV-10 squadron, Light
Attack Squadron Four (VAL-4), was
operating out of Binh Thuy on the
south side of the river near Can
Tho. However, we would go via 1st
MAW in DaNang in order to pick
up our maintenance crew of about
20 Marines to support our two YOV-
10D’s. Arrangements were made
for our two aircraft to be shipped to
Cam Ranh Bay, along with fourteen
OV-10s for Thailand, where we
would get them out of shipping
conguration and ready them for
ight to VAL-4. They were to arrive
in May 1971. Our detachment
would arrive in DaNang in March
(at least I thought we were).
However, we were not deployed
as a detachment. We could not be
shown as an increase in Marine
forces arriving in SVN. Thus we
were assigned individual orders as
replacements. That was the rst
roadblock to overcome.
The NOGS Team
All correspondence about
the YOV-10D with 1st MAW
was classied, however our
individual orders to 1st MAW were
unclassied. Our detachment (as I
recall) arrived in DaNang together
and we reported to G-1. We were
informed of where we were being
attached to, which was to our former
MOS organizations. At the time, I
had to stop the G-1 and explain we
were not to be separated—it was
like talking to a wall—as orders
were orders for replacements and
he was not “in-the-loop” of all the
classied messages. Fortunately,
the Chief of Staff was my former
commanding ofcer from VMF-451,
Colonel Jake Sloan (from my F8U
days) and the acting commanding
general was Brigadier General Al
Armstrong, who I knew well from El
Toro. To our benet both were fully
aware of our mission and directed
the G-1 to provide us with whatever
we needed, no questions. We
formed our unofcial detachment
of about 30 Marines and civilians.
The Wing provided orders and an
R4D for our transportation to VAL-4
in the IV Corps area. Upon arrival
in Binh Thuy, it became apparent
we had some major problems
with accommodations (another
roadblock). All of our detachment
was separated and placed in
different living areas, making it
impossible to control or locate
our personnel. I worked with the
base commander to overcome this
roadblock. As luck would have it, he
had a large hut about 70 by 30 feet,
open on the sides. Although it had
Vietnamese living in it at the time,
he said they could be relocated. The
hut needed a lot of work and no
supplies were available. I returned
to 1st MAW to plead my case for
supplies—Marines take care of
Marines. Since 1st MAW was in the
process of leaving country, I was
given more than I could imagine.
It took three C-130’s to deliver my
dream package of plywood, ve
inch rocket Styrofoam containers
for insulation, air conditioners,
beds, refrigerators, a bar, stereos,
a personnel Carrier, and a Jeep.
Needless to say, an around-the-clock
guard was required to protect our
goodies. The “Gods” smiled on us
as an American contractor (former
Marine) heard we were in town and
brought his crew to rebuild our old
hut. He also found a transformer
to supply all the necessary power
for our new Marine Barracks at the
intersection of two dirt roads. We
even had a street sign saying 8th
& I and a big Marine Corps globe
and anchor on the front of the
building with no windows—we slept
during the day. During this time,
while awaiting the arrival of our
two YOV-10D, we ew with VAL-4
and learned the area of operation.
Finally in late May 1971, our aircraft
arrived and we commenced our
combat evaluation. The personnel at
VAL-4 were true professionals. They
did everything possible to make us
feel like we were a part of the “Black
Ponies”. Even though we did not
wear their black Stetson cowboy
hats, we t in with our scout hats.
Without their support we could not
have achieved our goals.
VAL-4 had administrative
control of our detachment, but
operational control was directly
with DCS/Air in Washington, DC.
This required weekly—sometimes
daily—classied situation reports
(SITREPs). The briengs proved
to be the biggest hammer I had as
the detachment commander. I did
not realize the power I held and
also the time it took staff ofcers
to make a decision on operations
that we were proposing. A typical
SITREP would begin with “unless
otherwise directed”. Often we
had carried out our proposed
operation before Headquarters
had time to staff and make a
decision. Fortunately, everything we
proposed went off smoothly before
it could be denied. There was one
exception, which was disapproved
before it started and will be
discussed later.
Our primary mission was to
search and destroy in known VC/
NVA tactical areas of operations.
These were free kill zones, but we
conrmed our location and received
clearance to re prior to every
engagement. We operated two-
hour single aircraft missions. This
enabled us to keep an aircraft in the
air throughout the night.
On one occasion, we had about
a dozen VC carrying supplies to a
vessel we could not see through
the foliage. We attacked the VC and
the vessel and had a secondary
explosion that rose up to about
500 feet into the air. Also you could
conrm your kills as the bodies
start to get colder on the scope.
We also operated with a ight of
VAL-4 OV-10’s. We would nd and
mark the target with our 20MM HEI
rounds. Then we were able to circle
and continue re for target marking
and provide covering re as the
aircraft red its ve-inch zuni
rockets on target. We also provided
aerial reconnaissance for a SEAL
team that was attacking a suspected
VC POW camp—one evening
an ARVN base camp was being
attacked by VC/ NVA. We assisted
in preventing the outpost from
being overrun and also provided
real time observations of VC/NVA
strength and movement. Murphy’s
Law came into play on one mission
that was about 200 miles out and
being own by First Lieutenant
Dearborn. He had to shut down a
runaway engine at about 4,000 feet.
He dumped his ammunition and
was able to maintain ight at about
2,500 feet. He returned to base and
landed safely.
In just over two months we ew
over 200 missions. Remarkably,
we did not receive any holes in
the aircraft from ground re. We
successfully tested all aspects of
our weapons system, except for
the laser target designator (LTD).
The only aircraft in country that we
could use the LTD with were in the
U.S. Air Force, so we arranged for a
two-week deployment to Thailand
with the Air Force over Laos. Prior
to our departure, the admiral in
charge of Naval forces in SVN
requested Headquarters Marine
Corps keep our detachment with
VAL-4 because of the success of our
missions. Therefore we were unable
to evaluate the LTD.
VAL-4’s Command History report
stated, “The Marine Detachment
using the YOV-10D  ew 207
missions, enemy killed 275,
Sampans destroyed or damaged
93, secondary  res 19, secondary
explosions 36 and structures/
bunkers damaged or destroyed 79.
If you go to this YouTube site and
you can see one of the Sampans we
In August we terminated our
combat evaluation, everything
we attempted was a total success
due to the dedication of everyone
When we departed our “Marine
Barracks” was turned over to
become  eld grade of cer’s
quarters and our vehicles were
given to VAL-4. Following the
deployment I debriefed everyone
up the Marine chain of command
and  nally the Deputy Secretary
of Defense, Mr. David Packard.
During the visit I was informed
that the YOV-10D with the 20MM
gun would be considered a light
attack vice reconnaissance aircraft.
If the system was to be used by
the Marine Corps, what attack
squadron would the Marine Corps
give up to form a light attack
squadron? The answer was none.
Therefore the 20MM gun had to be
removed. Following this project,
I was assigned as the class desk
of cer for the OV-10 at Naval Air
Systems Command in Washington.
During this time, I was able to get
the Garrett T76 engine upgraded
from 715 shp to 1020 shp, which
was required for the OV-10D, even
without the 20MM gun system.
Colonel K. P. Rice, considered the
father of the OV-10 aircraft, was
my CO in VMA-211 during my  rst
tour in SVN in 1967. He was proud
of what we accomplished and if
anyone associated with the NOGS
project reads this, please take pride
in the fact that in an 18-month
period you transformed an idea
into reality that modi ed two OV-10
aircraft into the YOV-10D, tested,
evaluated capabilities, established
tactics, deployed to SVN and  ew
over 200 combat missions in a two-
month period, without damage or
mishap and surpassed everyone’s
expectation. Well done and I was
proud of being a part of the team!
Last mission celebration.
Editors Note: At 88 years young,
Lieutenant Colonel Kingman
Lambert, USMC (Ret), took me by
surprise. He would call me weekly
to talk about VMA-331 and their
commanding of cer, Lieutenant
Colonel William Gaffney, but would
say nothing about himself. I did
a little research and found the
article that follows VMA-331. I also
discovered that Lambert is a world-
class tennis player who competed
at Wimbledon and in the U.S. Open
against names like Arthur Ashe
and Jim McManus. As Paul Harvey
used to say, “Now you know the
rest of the story …”
Marine Scout Bomber Squadron
331 (VMSB-331) was commissioned
at Cherry Point, North Carolina, on
1 February 1943. The squadron
operated Douglas Dauntless
divebombers and would become
known as the “Doodlebug
Squadron”. VMSB-331 was initially
assigned to Marine Aircraft Group
33 at Third Marine Aircraft Wing.
The  rst skipper was a celebrity
to the Marines; Captain James A.
Feeley was a former Olympian and
a professional hockey player.
VMSB-311 transferred to
Peter Point Flying Field at New
River in March and began their
preparations for deployment to
the Paci c. After a zigzag transit to
the Paci c, the squadron reached
its new home on Wallis Island on
17 October. A few weeks later, the
Doodlebugs began patrol, search
and rescue, and escort services and
would start  ying combat missions
with Army A-24 and Navy F6F
aircraft by December.
In early 1944, the squadron
was transferred to MAG-13. Soon
after all aircraft and personnel
were relocated to Mauro, VMSB-
331 would conduct one of the
rst bombing missions from the
Marshall Islands.
In October, the Doodlebugs
traded their SBDs for Chance
Vought F4U Corsairs and was
redesignated as Marine Fighter
Bomber Squadron 331 (VMBF-331).
Two months later the squadron
would revert back to VMSB-331
and continue to  y missions until
the end of the war. They redeployed
from the South Paci c to Miramar,
California, in November 1945 and
were deactivated on the 21st of
By LtCoL kinGMan LaMBert, usMC (ret)
A Most Unusual
In 1952 the squadron was
reactivated at MCAS Opa-Locka,
Florida, and was redesignated
again, this time as Marine Attack
Squadron 331 (VMA-311). Flying
Grumman F6F Hellcats, pilots
conducted extensive day and
night attack training. Most of the
squadron personnel were recalled
World War II Reservists.
In early 1953, they traded their
Hellcats for Corsairs and embarked
on USS Bennington for  eet
exercises in Nova Scotia. VMA-331
would also get a new commanding
of cer, Lieutenant Colonel “Wild
Bill” Gaffney.
Upon returning to their new
home base at MCAS Opa-Locka in
Miami, Florida, most pilots were
released to inactive status. This
created an extreme pilot shortage,
which the Marine Corps immediately
resolved with an infusion of 28
second lieutenants. The squadron
was unique, so bottom heavy with
these second lieutenant pilots. The
most senior pilots were a lieutenant
colonel, a couple of majors, and
three captains.
They had to shoulder the task of
checking out 28 second lieutenants
in the infamous F4U Corsair  ghter-
bomber. Desperation required
that the commanding of cer, the
operations of cer, and the  ight
of cers scan all of the lieutenant’s
logbooks searching for those with
the most  ight experience; this
included carrier quali cation,
advanced instrument training, and
jet transition.
They ultimately selected  ve
second lieutenants and designated
them as temporary  ight leaders to
assist in checking out the remaining
second lieutenants. They were
assigned to the most mundane
ights on the familiarization
ight schedules, but really?
Second lieutenant  ight leaders?
The squadron bonded together
at all levels; it was a most
cohesive unit. All 28 second
lieutenants accomplished this
critical comprehensive check-out
phase without incident. This feat
contributed to the high degree of
in- ight trustworthiness that all
pilots must have with one another
at all times.
The squadron was scheduled
to deploy to Naval Air Station
Puerto Rico soon after, where they
would conduct extensive combat
and attack live ordnance training
to include gunnery  ring at the
infamous “sleeve”.
Camaraderie was instantaneous
among the 28 young lieutenants
who raged in age from their early
to mid-twenties. Yet it wasn’t just
among the lieutenants, camaraderie
ltered up through the junior and
senior of cer ranks as well as
down the non-commissioned and
enlisted ranks. The outcome was
impressive statistics on the high
percentage of available aircraft
for  ight; it consistently ranged at
80 percent. Needless to day, this
contributed handsomely to overall
ight operations.
Lieutenant Colonel Gaffney
navigated superbly though the
challenge of dealing with a young
squadron. He displayed magnetism
and leadership that insured a tight-
knit squadron and its continuous,
ultimate success in whatever the
future might dictate. It might as
well be stated that Gaffney created
the  rst of oh-so-many military-
oriented fraternal brotherhoods.
Marines of VMA-331 (1953-1954) offer our most sincere
gratitude to Lieutenant Colonel Gaffney. It was an honor to
serve under your leadership Sir!
Five members of VMA-331 (1953-54) at an MCAA Convention, date UNK.
From L to R: Don Moersch, Bob Mantell, King Lambert, the 29th CMC,
Gen Alfred Gray, Charles Casey, and William Conners.
James Haskell
James Brown
Charles “Tom Cat”
William Conners
Fred Cullen
Michael Haydon
Richard Hebert
Max Jarrell
David Long
James Luttrell
Robert Mantell
Bruce Miller
Emil Milner
Donald Moersch
Richard Roland
Frank Sturges
David Teichmann
Vance Hazelbaker
Ed Kendall
Kingman Lambert
Pat Crow
Frank Ballou
Sam Hardin
Hal Everett
Bob Haggard
Cus Green
William Habenicht
Carl Beaver
Winter 2017
“We may be old, but we’re still
Marines, said former Marine
Captain Bob Lutz (left) following a
ight in his L-39 Albatros jet aircraft
with retired Marine Lieutenant
Colonel Kingman Lambert. Lutz
and Lambert, friends since serving
together in the 1950’s, took part in
what they believe may be a record
setting ight over southeastern
Michigan in an L-39 Albatros jet
aircraft. (Photo courtesy of Bob
In what may be a record setting
ight, former Marine Captain
Bob Lutz and Lieutenant Colonel
Kingman Lambert teamed up
on 27 August 2011 behind the
controls of an L-39 Albatros jet
aircraft. Soaring over the skies of
southeastern Michigan, the pair of
former Marine aviators stand as
proof that a Marine is a Marine for
“I think we set the record for the
highest combined age of a pilot and
copilot ying a military aircraft,
said Lutz, who split time between
active and reserve duty from 1954
to 1965. “I bet you wouldn’t nd two
Air Force guys our age in the same
shape as us.
Lutz, 79, and Lambert, 82,
brought a combined 161 years of
life experience into the cockpit. The
pilots have shared a close friendship
since being stationed together in
Iwakuni, Japan, in the 1950s.
“Flying with Bob Lutz was an
unforgettable adventure down
Marine aviation memory lane,
said Lambert, who ew 8 years
on active duty and 15 years in the
Reserves, spanning from 1952 to
1975. “[Lutz] has been a good friend
all these years, since we rst rode
motorcycles together in Japan.
Over the course of his 23 years
in the Corps, Lambert ew multiple
aircraft such as the F-6F Hellcat,
F-4U Corsair, A-D Skyraider, F-7F
Tigercat, F-9F Panther, F9F Cougar,
F-J Fury, and the A-4 Skyhawk.
Lutz primarily ew A-4 Skyhawks
during his 11 years of service.
In addition to proving that “once
a Marine, always a Marine” is more
than a catchphrase, the two former
aviators stand as living proof that
the Marine Corps has and is still
fullling its promise to return
quality citizens back to the civilian
“I followed my natural inclination
for sports by working for the
Monsanto Company’s Astroturf
Division, the Dunlop Corporation,
and the Spalding Corporation, said
Lambert, a former world-class
tennis player, also built two large
racquetball facilities in Southern
California. In his prime, he played
at Wimbledon and was an inter-
service tennis champion.
Following his time in the Corps,
Lutz went on to become a high-level
executive for numerous automotive
companies, most notable serving as
a vice chairman for General Motors.
During his time in the automobile
industry, Lutz was behind the
development of vehicles such as
the Dodge Viper and Chevrolet Volt
and authored two books based
on his extensive experience. Lutz
attributes his extraordinary success
to his time spent in the Corps.
“I would not have had my
business career without the
discipline and leadership training I
received in the Marine Corps, said
Lutz. “Marines leaving the Corps
and entering the workforce today
will be disappointed by the lack of
discipline they will nd.
For Marines whose time in
the Corps is coming to an end,
Lambert offers some advice on
nding success in the private
sector. “Search the myriad careers
available in the marketplace and if
additional education is required, do
it, said Lambert.
Looking ahead, Lambert hopes
that this will not be their last ight.
“We’ve own together a few times
before, and I certainly hope, God
willing, that we can do it once or
twice more, said Lambert.
Marine Aviators Fly into Their Golden Years
By LCPL DaviD fLynn
Lutz and Lambert after their record-setting ight.
www.fl ymcaa.org52
Marine Fighter Attack Squadron 121
(VMFA-121) conducted a permanent change
of station to Marine Corps Air Station
(MCAS) Iwakuni from MCAS Yuma, Arizona,
and now belongs to Marine Aircraft Group
12, 1st Marine Aircraft Wing, III Marine
Expeditionary Force.
“There’s de nitely been a lot of
challenges... moving our aircraft here, the
logistics and we have a lot of people to move,
said Gunnery Sergeant Vincent Koscienlniak,
an avionics technician with VMFA-121.
“One of our biggest issues was the physical
movement and preparing everything to come
here. There has been a lot of cooperation
within the unit and most of the Marines here
are very good at what they do. They are hand-selected, and it has shown
the last few months.
The journey to Iwakuni began back in November 2012, when the
Marine Corps announced that after a century of Marine Corps aviation,
3rd Marine Aircraft Wing (3rd MAW) introduce its  rst F-35B Lightning
II squadron. The F-35B was developed to replace the Marine Corps’ F/A-
18 Hornet, AV-8B Harrier, and EA- 6B Prowler. The short take-off vertical
landing (STOVL) aircraft is a true force multiplier. The unique combination
of stealth, cutting-edge radar, and sensor technology, and electronic
warfare systems bring all of the access and lethality capabilities of a  fth-
generation  ghter, a modern bomber, and an adverse-weather, all-threat
environment air support platform.
On 20 November 2012, VMFA (AW)-121, formerly a 3rd MAW F/A-18
Hornet squadron, was re-designated as the Corps’  rst operational F-35
squadron, VMFA-121. The Commandant of the Marine Corps publicly
declared VMFA-121 initial operating capability (IOC) on 31 July 2015,
following a  ve-day operational readiness inspection (ORI). Since IOC,
the squadron has continued to  y sorties and employ ordnance as part of
their normal training cycle.
VMFA-121 Arrives at its new home in Iwakuni
An F-35B Lightning II with
VMFA-121 in- ight
while transiting the Paci c
Northwest from MCAS
Yuma, AZ, to Joint Base
Elmendorf-Richardson, AK,
its  nal destination being
MCAS Iwakuni, Japan .
A Green Knight aircraft situated at its new “home”.
In December 2015, VMFA-121 employed its F-35Bs in support of
Exercise Steel Knight. The exercise is a combined-arms live- re exercise,
which integrates capabilities of air and ground combat elements to
complete a wide range of military operations in an austere environment
to prepare the 1st Marine Division for deployment as the ground combat
element of a Marine Air-Ground Task Force (MAGTF). The F-35B preformed
exceedingly well during the exercise.
In October 2016, a contingent of Marine Corps F-35B’s, pilots, and
maintainers participated in Developmental Test III and the Lightning
Carrier Proof of Concept Demonstration aboard USS America (LHA-6).
The  nal test period ensured the plane could operate in the most extreme
at-sea conditions, with a range of weapons loadouts and with the newest
software variant. Data and lessons learned laid the groundwork for
developing the concepts
of operations for F-35B
deployments aboard
U.S. Navy amphibious
carriers, the  rst two of
which will take place in
The transition of VMFA-
121 from MCAS Yuma to
MCAS Iwakuni marks a
signi cant milestone in
the F-35B program as the
Marine Corps continues
to lead the way in the
advancement of stealth
ghter attack aircraft.
“The F-35B represents the future of Marine Corps tactical aviation,
and bringing it to Japan makes MCAS Iwakuni the second operational
F-35B base, said Major Jimmy Braudt, a quality assurance of cer and
pilot with VMFA-121. “One of its capabilities is a powerful sensor suite
that fuses together several different sources and provides superior
situational awareness to the pilot. It will be the  rst short takeoff and
vertical landing aircraft permanently based in this theater, and it is
capable of countering modern threat systems beyond what legacy aircraft
were designed to handle.
Braudt said it impacts the relationship with Japan and other Paci c
allies. Bringing the most capable, modern and lethal platform in the U.S.
inventory to Iwakuni demonstrates the U.S. Government’s commitment to
the defense of Japan.
The Marine Corps conducts the essential training needed to accomplish
their assigned mission, including the training and operations required to
be ready to defend the Paci c region as necessary.
“VMFA-121 desires to contribute to the readiness of MAG-12, the
31st Marine Expeditionary Unit and III MEF as a whole, said Braudt.
“Our objective is to be highly trained and effective in our platform while
learning how to integrate this new capability with the rest of the Marine
Air-Ground Task Force and our Paci c partner nations. We are happy to
be in Japan and look forward to the culture we will get to experience, and
we would like to thank the people of Yamaguchi Prefecture and Iwakuni
for being excellent hosts.
VMFA-121 Arrives at its new home in Iwakuni
A VMFA-121 aircraft conducts an aerial
refuleing while en route to Japan.
By CoL stu “BuLLDoG” MosBey, usaf (ret)
“Since Naval Aviation played a big part in my inspiration,
I thought my Marine Brothers might enjoy this tale … ”
How the A-2 Jacket Came Back to Life
In the fall of 1986, I had the good fortune to be
assigned as the director of standardization and
evaluation (Stan/Eval) for the 9th Air Force,
then under Lieutenant General Bill Kirk. Our
duties included formal inspections of the flying
unit assigned to the 9th Air Force (Active,
Guard, and Reserve). On this particular
trip, our team travelled to Langley Air Force
Base, Virginia, to conduct our inspection and
evaluation of the 1st Tactical Fighter Wing.
s Friday rolled around, I deemed it a good idea to check out the
Friday activities at nearby Naval Air Station Oceana. To put this
into perspective, this was the “Top Gun” era of Naval Aviation
and several members of the team considered themselves God’s
gift to both aviation and women. This adventure was much
anticipated, and we even booked “Q” rooms at Oceana, in anticipation of a
great time.
After much fun and frivolity in the Oceana O’Club (It was allowed at
that historical time), we gathered on Saturday morning to debrief the
prior night’s activities. Turns out, we Air Force types were singularly
unsuccessful in any attempted amorous endeavors. “Why do you think
this might be?” I queried the more handsome members of the team. “It’s
obvious, said one of our more condent (and vain) team leaders. “They
all had leather jackets!”
Once Upon a Time…
Winter 2017
The following Tuesday, it was
my duty to present the evaluation
rating at the 9th Air Force staff
meeting (the 1st Wing did  ne). At
the end of the stand-up, General
Kirk asked if anybody had any
ideas for 9th Air Force input into
Project Warrior.* While the light
bu lb did come on over my head
right then, I kept my mouth shut
and told the general and his Stan/
Eval team that they would have
something by next week.
I happened to know Lieutenant
Colonel Buzz “The Great Buzay”
Buzze had his father’s World War II
A-2 jacket, so I had him dig it out
and be prepared to wear it to show
General Kirk. (As an aside, Buzz
Buzze and his old man had the only
father-son midair that I am aware
of—it was in F100’s at Homestead,
Florida.) His father’s jacket had a
P-51 painted on the back with the
logo, “Tokyo Express.
The following Tuesday, The
Great Buzay modeled his daddy’s
jacket while I gave my pitch for the
9th Air Force entry into the Project
Warrior game. I suggested General
Kirk approve the idea and let the
Stan/Eval team wear the jacket on
all of our travels and do a formal
survey as to the desirability of
9th Air Force aircrew to buy and
wear the leather jacket. After a
little more research, I found that
mil-spec’ed A-2s were available
through the Air Force Museum at
Wright Patterson Air Force Base
in Dayton, Ohio. Everyone would
have to buy their own jacket
though. To the everlasting credit
of the team, each ponied up the
required $200 for a jacket, plus
pitched in enough money to buy a
46XL for General Kirk.
After our six-month wear test,
we took our results to General
Kirk. Over 95% were positive, with
75% indicating their willingness
to purchase their own jacket from
the AF Museum. It was a win-win
for everybody! At the time, I was
laboring under the misapprehension
that, since no taxpayer money was
involved, a change to AFR 35-10
was all that would be required to
make this happen.
General Kirk took his jacket and
my prototype which had a very
large TAC patch on it to the Spring
1987 Corona, where General John
Chain, the SAC commander thought
it was a great idea. However, he
thought they should be an issue
item. That changed the dynamics!
The next thing I know I’m working
with a TAC project of cer drafting
proposals for a line item to be
added to the budget for $5,000,000
for the initial purchase. Enter
General Ralph Havens who tells the
Senate Arms Committee that this
may help pilot retention! Arrrrgh!
I actually talked to Senator Stevens
who, thank God, still had his
standard issue World War II A-2
jacket. He wasn’t really enamored
about spending the money, but
wanted to make it happen anyway.
Now the acquisition process could
begin. The Air Force wanted the
rst jackets delivered by the 40th
birthday of the Air Force, September
1987. The company who won the
initial contract was able to produce
only a limited number by this
deadline. Each wing got a couple
jackets to hand out at the birthday
with the rest to be delivered
throughout 1988. Enter company
#2, who contested the award on
the grounds that the goatskins used
came from the embargoed country
of Iran. Company #2 won, but didn’t
have enough goatskins either. All
of you who had a jacket issued in
1988 be aware that you are wearing
Nigerian goatskin!
Then the Air Force safety center
got involved saying the jackets had
not been tested for  re retarding,
ergo could not be worn in  ight.
They relented when someone
pointed out that they worked just
ne over Ploseti and Schweinfurt.
Much has been made about
the pockets and fur on the
original issue jackets. They were
manufactured to the original specs
from 1941, as approved by General
“Hap” Arnold. He was quoted as
saying, “I don’t want my pilots
looking like a bunch of truck-
driving thugs standing around with
their hands in their pockets.
So here we are, 30 years
after the reintroduction. We still
have the jackets with a couple of
modi cations. They have been
issued  ve times as long as the
original, 1941-1947. Maybe they
are here to stay and we can
“compete” on an equal footing with
our Navy brethren …
Col Stu “Bulldog” Mosbey, USAF (Ret), with Gen John “Jack” Dailey, USMC (Ret),
in front of Mosbey’s YAK-25 in Warrenton, VA, on 25 October 2006. Mosbey did a
three-year exchange tour with the Marine Corps and credits Dailey for being the
best CO he ever had.
* Project Warrior was an initiative
... to identify ways to improve the
war ghting spirit and perspective of
Air Force people ...
Uncovering the Untold
History of the MACCS
and Dening its Future
The Father of the Marine Aviation Command and Control System
Brigadier General Edward Dyer (pictured above) was instrumental in increasing the tables of organizaon and equipment for ghter squadrons and base defense groups at the onset of World War II. Based on his
knowledge and the aer acon reports from the Guadalcanal Campaign, Headquarters Marine Corps Aviaon convened a Radar Policy Board in February 1943. The release of the board’s report on 17 March 1943
would lead to the creaon of the rst independent air control squadron in the Marine Corps. Dyer spent years deployed throughout the Central and South Pacic. Upon his return, he became one of the leaders
in helicopter development which culminated in his becoming the rst Commanding Ocer of HMX-1 in 1947.
The Father of the
Marine Aviation
Command and
Control System
Brigadier General Edward Dyer
(pictured above) was instrumental
in increasing the tables of
organization and equipment
for ghter squadrons and base
defense groups at the onset
of World War II. Based on his
knowledge and the after action
reports from the Guadalcanal
Campaign, Headquarters Marine
Corps Aviation convened a
Radar Policy Board in February
1943. The release of the board’s
report on 17 March 1943 would
lead to the creation of the rst
independent air control squadron
in the Marine Corps. Dyer spent
years deployed throughout the
Central and South Pacic. Upon
his return, he became one of the
leaders in helicopter development
which culminated in his becoming
the rst Commanding Ofcer of
HMX-1 in 1947.
By: LtCoL DaviD Joseforsky (Mos 7202)
MaJ Mark MurPHy (Mos 7202)
MaJ Mike CarLson (Mos 7202)
MaJ MarCus HinCkLey (Mos 7202)
MGysGt eDWarD CorDasCo (Mos 7236)
The Marine Air Command and Control System (MACCS) has been
described as the hyphen between the “Air” and “Ground” elements
in the Marine Air-Ground Task Force (MAGTF) concept. Its units
provide air trac control, air intercept control, a wide range of
communications for the Aviation Combat Element, anti-aircraft res
in the form of Stinger missiles, and air-ground liaison capabilities
under the umbrella of the Direct Air Support Center (DASC). Most
importantly, todays MACCS Marines establish the Tactical Air
Command Center, the platform from which the Wing Commanding
General directs and manages all relevant aviation assets.
“Without the MACCS and its guidance and oversight, all aviation
operations would come to a standstill, said Colonel Chris S. Richie, the
commanding ofcer of Marine Air Control Group 38 (MACG-38), the group
that oversees MACCS units on the West Coast. “In Marine Corps aviation,
the MACG coordinates all aspects of air command and control and air
defense within the Marine Aircraft Wing. But if you ask most individuals,
they don’t know what the MACG does. We don’t y aircraft, and we’re
not ground-pounders. We act like the body’s nervous system—we’re a
behind-the-scenes force that is imperative to the success of any aviation
operations being conducted.
These behind-the-scenes aspects of the MACCS and its Marines play
a large part in the fact that it is often overlooked in the grand scheme
of Marine aviation. Yet many early MACCS innovators have compelling
stories, according to Major Mark Murphy, the Assistant Operations ofcer
for MACG-38 and the prime mover behind the creation of a Heritage
Room at the command to celebrate the history of the MACCS.
“The efforts of Brigadier General Edward Dyer provided early warning
radar capability on Guadalcanal, Murphy said. “Brigadier General Walter
Bayler, the ‘Last Man off Wake Island,’ was looking into radar and air
command and control as early as 1943. Vernon Megee, who also rose to
the rank of general, formed the precursor to today’s DASC on the beaches
of Iwo Jima in March 1945.
Fueled by his desire to ll in the blanks of the history of the MACCS,
Murphy arrived at MACG-38 in 2015 and found an immediate ally in
Colonel Richie. “The CO and I saw eye-to-eye in terms of wanting to tell
these stories of the MACCS and its successes, Murphy said. On his own
time, Murphy began to collect documents and stories from veterans of
the MACCS from as far back as World War II. He soon had more material
Uncovering the Untold
History of the MACCS
and Dening its Future
The Father of the Marine Aviation Command and Control System
Brigadier General Edward Dyer (pictured above) was instrumental in increasing the tables of organizaon and equipment for ghter squadrons and base defense groups at the onset of World War II. Based on his
knowledge and the aer acon reports from the Guadalcanal Campaign, Headquarters Marine Corps Aviaon convened a Radar Policy Board in February 1943. The release of the board’s report on 17 March 1943
would lead to the creaon of the rst independent air control squadron in the Marine Corps. Dyer spent years deployed throughout the Central and South Pacic. Upon his return, he became one of the leaders
in helicopter development which culminated in his becoming the rst Commanding Ocer of HMX-1 in 1947.
than he could keep at home. An ofce space near the front hatch of the
MACG-38 headquarters caught his attention one morning as he headed to
his desk.
“I pitched the idea of a MACCS Heritage Room, and it just started to
gain traction, Murphy said. Murphy worked after hours with a fellow
MACCS history expert, Master Gunnery Sergeant Edward Cordasco, to
transform the space into a veritable shrine dedicated to the Marines
who have fought and died as part of the MACCS and its Control Groups.
“We have a Purple Heart medal from Jacob Marty, the rst Air Warning
Squadron Marine to be killed in action on 8 March 1944. We also
obtained the Congressional Medal of Honor Citation for First Lieutenant
George Cannon, an air defender who perished ghting on Midway. A
third prominent exhibit details the accomplishments that won four DASC
Marines the Silver Star for defending their position atop Hill 327 in
Vietnam in February 1969.
Murphy’s dream became ofcial reality on 10 November 2016, when
Colonel Richie presided over the dedication of the MACG-38 Heritage
Room. “The MACCS has a rich history and legacy of contributions to
the victories that have cemented our Corps’ position as one of the nest
ghting forces in the world, Richie said. “Today is about remembering
our past and the ties that bind that past to the present.
As the MACCS moves forward from the present to a Joint Strike Fighter
(JSF) future, its technologies will evolve to keep it relevant and integrated
with both the data link feeds broadcast from the F-35 and the Navy’s
Integrated Fire Control-Counter Air kill chain, Richie said. The AN/TPS-80
Ground/Air Task Oriented Radar (G/ATOR) will replace the aging TPS-63
radar beginning in 2018. G/ATOR brings Active Electronically Scanned
Array (AESA) technology to the MACCS for the rst time, and AESA will
detect a wide range of potentially low-observable threats—including
cruise missiles, unmanned aerial systems (UAS), rockets, mortars, and
artillery rounds—all while tting neatly into a single KC-130 transport
or being able to be sling-loaded under a CH-53 cargo helicopter. G/ATOR
provides the MAGTF a quicker reaction time to threats. Its mobility,
size, and capabilities give the MAGTF the ability to deploy a situational
awareness-enhancing asset via one KC-130 into a forward operating
area. The radar provides the MAGTF with a single radar asset that can be
congured for air surveillance, air defense, ground weapon location, and
air trafc control.
“The TPS-80, along with the new Common Aviation Command and
Control System (CAC2S) and Composite Tracking Network (CTN) software,
ensures that the MACCS is more than capable of controlling MAGTF
airspace. This enables the MAGTF commander to maintain control of
aviation assets in support of the MAGTF’s mission, said Major Marcus
Hinckley, who serves as the 3d Marine Aircraft Wing’s Air Command and
Control Ofcer.
Additionally, in an Anti-Access/Area Denial (A2/AD) scenario, in
support of the Marine Expeditionary Brigade, the G/ATOR would add to
the MAGTF commander’s situational awareness by linking its air picture
to the amphibious force through the CTN. This, in turn, supports the
Single Naval Battle concept and enhances the ability to conduct command
and control from a sea-based platform. The G/ATOR can be set up and
tracking xed-wing, rotary-wing, and low-observable targets in less
than 30 minutes after arriving via a single airlift sortie. In comparison, it
would take up to ve KC-130s to transport the current AN/TPS-59 radar.
G/ATOR is a truly remarkable system, Hinckley said.
The Last Man o
Wake Island
Brigadier General Walter Bayler
(pictured above) was ordered to
Wake Island in November 1941
to help install an air-ground
communications network to
help deconict the F4F Wildcats
of VMF-211 from the guns of
the 1st Defense Battalion. He
ew off the island via seaplane
before the nal Japanese assault
because he had orders to go to
Midway Island to perform the
same task. In February 1943,
Bayler co-chaired a Radar Policy
Board with Edward Dyer. The
board eventually recommended
the establishment of a Marine
Air Warning Program consisting
of 20 squadrons and 12,000
Marines. On 1 July 1943, Marine
Air Warning Group 1 unfurled its
colors at Marine Corps Air Station
Cherry Point, with Bayler as its
rst commanding ofcer.
Other advances include
employing lasers and directed
energy weapons to counter the
UAS platforms that are rapidly
proliferating worldwide. Low
Altitude Air Defense (LAAD)
battalions are invested in
the development of this new
technology, the Compact Laser
Weapons System, which will be
augmented by G/ATOR and its
ability to pass target cues over
tactical datalinks to LAAD gunners
in the eld.
The new G/ATOR air picture
will be broadcast to the Fleet via
CAC2S, the digital interoperability
gateway for the MAGTF. The
latest iteration of CAC2S provides
a common digital language that
supports LAAD, DASC, TACC, and
Tactical Air Operations Center
(TAOC) operations, Hinckley said.
Combined with the CTN,
all tracks from any platform—
including the JSF and other
Link-16 enabled aircraft—can
be aggregated into a single air
picture that provides re control-
quality data. The end result is
A Visual History of Marine Corps Radars
a fully capable MACCS for any
sized MAGTF. MACG units are
also experimenting with utilizing
Internally Transportable Vehicles
(ITVs) on the upcoming 15th
Marine Expeditionary Unit. The
lack of a well deck on USS America
has forced the MACCS to employ
the air-mobile ITVs as part of a
Marine Air Control Element that
can be transported anywhere
ashore by current Aviation Combat
Element transports.
“This future family of aviation
command and control systems will
give the MAGTF commander a
greatly enhanced ability to rapidly
share battlespace information,
Hinckley said. “It will make
the MAGTF more deadly by
exponentially accelerating the kill
The MACCS of the future is
built upon the legacies of early
radar advocates such as Dyer and
Bayler. The radars on Guadalcanal
enabled Marine air to hold that
island against the Japanese, the
Tactical Air Control Parties that
still deploy today took root in
Korea, and the Air Support Radar
Teams with their AN/TPQ-10
bombing systems provided all-
weather, day-or-night, ground-
controlled bombing capabilities in
Vietnam. Additionally, MACCS units
controlled thousands of hours
of ights throughout Operations
FREEDOM, and MACG-38 Marines
were the last controllers to leave
the tower at Camp Bastion in
“There is a saying that one of
the most important things you
can do as a person is to be a
good ancestor, Richie said. “I am
condent that the MACCS of the
future will be a ‘good ancestor’
and lay a foundation for further
advances in aviation command
and control. We have a historically
signicant past that is matched
only by the enthusiasm we
have to employ our new, unique
capabilities during 2017 and
Honored guests and family
of MACG-38 attend the
dedication of the unit’s
Heritage Room on 10
November 2016.
A Visual History of Marine Corps Radars
LtCol Donald L. Abblitt
in memory of
Col William E. Abblitt
Col J. Laurence Adkinson
in memory of
Col “Rock” Miller
Capt Hugh Anderson
in memory of
LtCol Harl J. Miller and Col Marc
Col Jay Anderson
in memory of
LtCol Marc Hohle
MGySgt Donald E. Beaver
in honor of
LtGen Fred Assassin” McCorkle
MajGen Ronald L. Beckwith
in memory of
LtCol “Jose” Baldwin
LtCol Jay N. Bibler
in memory of
Virginia A. Bibler, Loving Wife of
Nearly 55 Years
BGen William A. Bloomer
in memory of
MajGen Hal W. Vincent
LtCol John W. Bowman
in memory of
1stLt Edwin A. Keeble
BGen Bruce Byrum
in memory of
Capt Thomas Sprouse
Jean Marie Bridges
in memory of
Col James Emmett Wilson, Jr.
Capt Harry D. Brooks
in memory of
Maj Bud Garske
Maj John W. Bryant
in memory of
Col Henry “Hank” Ivy
Col Raymond M. Burns
in memory of
The A-6 Lads We Left Behind
LtCol John E. Carroll, Jr.
in memory of
Col Carl Bergstrom, Col Frank Heins,
Maj Bob Captor, LtCol Dan Sharr, and
LtCol Tony Huebner
Col William D. Carr, Jr.
in memory of
Jim “Outlaw” Whitlow
Judge John L. Carroll
in memory of
John Burke
LtCol Wilmer L. Carroll
in memory of
Col Mike Hixson
Sydney D. Carter
in honor of
Col Robert R. Peebles
LtCol Robert W. Chapin
in memory of
LtGen Alan Armstrong and
LtCol Jack Bolt
Col Robert J. Charette
in memory of
Dukes and Trash
Maj Francis W. Chesney
in memory of
Rich Dinkle
Capt Jose T. Cocco-Valdez
in memory of
SgtMaj Fred Douglas and
CWO-4 John W. Fredericks
Richard A. Cousins, Jr.
in memory of
LtCol Christopher Raible
Maj Everett L. Cowley
in memory of
Walter L. Albright
Charmian J. Cretney
in memory of
Col Warren G. Cretney
LtCol James J. Cuff, Jr.
in memory of
Col Harry Spies and
BGen Thomas Benes
The following MCAA members have generously donated to MCAA funds in memory or in honor of those
named below.
MCAA funds include: general operations, scholarships, life memberships, historical aviation projects &
research, restoration, and awards. MCAA is proud to recognize these donors and those so honored in memory.
in Memory or in Honor of
Winter 2017
Gen John R. Dailey
in memory of
LtGen Thomas H. Miller
LtCol Charles E. Daniels, Jr.
in memory of
Maj Bob Daniels
Maj Charles B. Davis
in honor of
LtCol Jack W. Davis
in memory of
MajGen Clayton Comfort
Col Mel W. De Mars
in memory of
Capt Mike Vidusek and
Capt Todd Travis
Col Robert D. DeForge
in memory of
1stLt Brian DeForge
Col Joseph Della-Corte
in memory of
BGen James A. Feeley, Jr.
Patricia Dellamano
in memory of
LtCol Albert Dellamano
MSgt Robert A. Doktor
in memory of
LtGen George C. Axtell
LtCol Leonard R. Domitrovits
in memory of
Ken Brown
David J. Driscoll
in memory of
1stLt Richard Kerr
MGySgt Robert F. Duerden
in memory and in honor of
those who served in VMF-217
Maj Merle C. Eglet
in memory of
Robert R. Johnson
LtCol Tod A. Eikenbery
in memory of
Capt David E. Jacobsgaard and
1stLt Edwin A. Keeble, Jr.,
VMO-6, KIA, RVN, 1969
LtCol Buzz Elliott
in memory of
Col Jacques Naviaux
Maj John M. Elliott
in memory of
Capt Eugene “Mule” Holmberg
William H. Enders
in memory of
Howard M. Bishop
Col Robert V. Evans, Jr.
in memory of
Maj John S. Evans
Col Warren A. Ferdinand
in memory of
Col Lewis C. Ferretti
in memory of
Col Jerome L. Goebel
LtCol Barry R. Fetzer
in memory of
HMC Charlie Burke, USN
Maj Stanley Frost
in memory of
1stLt Doug Pawling
1stLt David D. Fuller
in memory of
Gary Fors
Col Joseph C. Garbrous
in honor of
VMCJ-1, VMCJ-2, and VMCJ-3
MSgt Walter F. Gemeinhardt
in honor of
“Fritz” Gemeinhardt, First Curator
of historical aircraft for the Marine
Corps Museum in the beginning!
Early 1959 – 1960 & beyond
LtCol Richard H. Glass
in memory of
CWO-4 John Scarborough
LtCol James T. Golden, Jr.
in memory of
Col Henry J. “HJ” Weiland
Gen Alfred M. Gray
in memory of
Col John Glenn, U. S. Senator
BGen Jerome T. Hagen
in memory of
Capt Michael Hagen
LtCol John F. Hales
in memory of
Col R. E. Hawes and LtCol Neil Lovin
Maj Ronald E. Heald
in memory of
LtCol Gene E. Bailey
Camille Hefty
in memory of
Maj Milton T. Hefty, Jr.
Maj Eugene A. Homer, Jr.
in honor of
Virginia Aviation Historical Society
MGySgt Charles R. Hoppe
in memory of
MGySgt Andy Dunn
LtCol Charles A. Houseman
in memory of
LtCol Stephen S. Eisenhauer
Col Dennis D. Jackson
in memory of
Capt Jack Consolvo
Col Michael H. Johnson
in memory of
LtCol Monty “Python” Williamson
Col Thomas Johnson
in memory of
LtCol H. M. Wallace
LtCol Gregory Johnson
in memory of
Col James E. Johnson,
Col John H. Glenn, and
Capt Jessica S. Conklin
Maj William H. Johnson
in memory of
LtGen Andy O’Donnell and
Col Jack B. Maas, Jr.
J. J. Jones
in memory of
Lt James Reese, KIA, 2 Dec 68, RVN
Sgt Richard R. Keller
in memory of
Albert Keller
in Memory or in Honor of
Donations in Memory or in Honor of continued
LtCol Juliann Kelly
in memory of
Col Kenneth J. Kelly,
Maj Shawn M. Campbell,
Maj Brian T. Kennedy,
Capt Kevin T. Roche,
Capt Steven R. Torbert,
Sgt Dillon J. Semolina,
Sgt Adam C. Schoeller,
Sgt Jeffrey A. Sempler, and
Sgt William J. Turner
Christopher R. Kern
in memory of
Capt Chuck Buirge
LtCol James P. Kizer
in memory of
LtCol David Obohanych
LtCol Richard Klehm
in memory of
Master Technical Sergeants of WW II
Capt William Kretzschmar
in memory of
Maj Dave Webster, Maj Len Denko,
and Capt Don Berge
LtCol Thomas W. Krimminger
in memory of
BGen Frank A. Huey and
LtCol Roger D. Walters
LtCol Brian E. Kuhn
in memory of
LtCol Thomas “Sparky” Bodry
GySgt Paul T. Kuras
in memory of
Capt John E. Moody
LtCol Matthew J. Kuzniewski
in honor of
Col Greg “K9” Kuzniewski
SSgt Christopher D. Larson
in memory of
PFC Nicholas Lee
Capt James P. Lattimer
in memory of
Capt Gary Porter
Charles H. Leaird
in memory of
Capt Wesley Phenegar
Col Scott Leitch
in memory of
Capt Al Bogart
Col Martin J. Lenzini
in memory of
LtGen Keith A. Smith
RADM Fred Lewis
in honor of
LtCol Lance Lewis
LtCol Michael P. Linehan
in memory of
CWO-5 Larry Muhlenforth and
MGySgt Jerry Grier
BGen Frederick R. Lopez
in memory of
LtCol Jack Harris
Capt Bill Luplow
in memory of
1stLt Augusto M. Xavier
Gloria J. Lutz
in memory of
MSgt Ernest J. Lutz
Col Alan C. MacAulay
in memory of
Charlie Wietz
Col James H. Magill
in memory of
MajGen Al Armstrong
Maj Alvin F. Marshall
in memory of
LtCol Adonn Slone
Mary Jo Matheson
in memory of
BGen Bruce J. Matheson
LtGen Fred McCorkle
in memory of
LtGen Bill Fitch
Col Lawrence J. McDonald
in memory of
Col J. K. Knope and Maj Leo Farrell
William F. McRoberts
in memory of
Ross Bishop
CDR Peter Mersky
in memory of
SgtMaj E. P. “Gunny” Grealish
Capt Robert O. Meyer
in memory of
LtGen Duane Wills and
Col Gary Braun
Robert E. Milburn
in memory of
Col Aubrey W. Talbert
Col J. P. Monroe
in memory of
LtCol Jim Herlocker
Capt Robert E. Moore
in memory of
Donald Modesitt
Robert D. Moran, Jr.
in memory of
Col John Glenn
Col Michael J. Needham
in memory of
LtGen Bill & Margaret Fitch
Richard A. Newell
in memory of
Capt Walter E. Lindberg
Col W. L. “Nut-Z” Niblock
in memory of
Maj Jay Aubin
Gen William L. Nyland
in memory of
BGen Sam “Judge” Huey and
Jim Clark
CWO-4 Walter P. Oldham
in memory of
Maj Donald Schwartz
Col James W. Orr
in memory of
LtCol “Skip” Shutt
LtCol Gerald D. Overmyer
in memory of
Col Steve Furimski
Robert J. Park
in memory of
Cpl Ted Carlson
Col David L. Percy
in memory of
Col Tom Williams and
LtCol John Kotte
Bill J. Perrett
in memory of
Sgt Harry Wilson, HMM-262,
KIA RVN 1970
Maj Colin K. Perry
in memory of
Maj Scott G. Grier, KIA, Korea
LtCol Dale A. Peterson
in memory of
LtCol David A. Knott
Dr. Roger A. Peterson
in memory of
Col Stanley Carpenter
Mary Lou Pippin
in memory of
Col Franklin N. Pippin
LtCol Robert D. Purcell
in memory of
Ann Jackson Purcell
Sgt David Quijada
in memory of
SSgt Frank S. Quijada
Col Thomas S. Reap
in memory of
Harley J. Redin
in memory of
MajGen Art Adams
LtCol Elwin Reichert
in memory of
LtGen Thomas H. Miller
2ndLt William H. Reno II
in memory of
2ndLt Paul Frederick Cobb,
Vietnam 1968
Col Glenn L. Rieder
in memory of
Col Elmer Glidden
Edith H. Shields
in memory of
Col R. F. Shields and
LCDR Betty Nimitz
Col Archie D. Simpson
in memory of
Mrs. Roberta Simpson
SgtMaj Robert F. Singer
in memory of
Col Jack Maas
Capt Stanley A. Skalski
in memory of
LtCol Norman Ford
Col Charles V. V. Smillie
in memory of
Harry T. Hagaman
LtCol William R. Smith
in memory of
Col R. J. Reid
Maj James T. Smith
in memory of
Capt Bernie Terhorst, KIA, RVN
Col Michael J. Soniak
in memory of
LtCol Jim Smee
MGySgt William D. Sproule
in memory of
Lt Burt Palmer
LtGen Keith J. Stalder
in memory of
Col Harry Spies
LtCol James E. Strawn
in memory of
Col Hondo Ondrick, Col Buck Peck,
and Lt “Frog” Allison
Skip Storey
in memory of
2ndLt Ron Meyer, KIA, 6/16/66
Russel M. Stromberg
in memory of
Capt Matt Stromberg
Col Bronson W. Sweeney
in memory of
Col Jerry Cadick
CWO-3 Samuel C. Tease
in memory of
MTSgt John Fogarty - NAP
SSgt Arthur W. Templeton
in memory of
SSgt Charles F. Lye
Capt William S. Thompson, Jr.
in honor of
LtCol Mike McDonough and
LtCol Orson Swindle
Maj Arthur B. Tozzi
in memory of
LtGen Andy O’Donnell, Maj Tom Duffy,
and Winnie Shinnick
Col Joseph E. Underwood
in memory of
Capt Steve Rhoerder
Col John J. Ward
in memory of
Col Paul Silirie
Col Kenneth D. Waters
in memory of
Gail Waters
LtCol Thomas L. Watkins
in memory of
Patty Watkins
LtCol Larry A. Whipple
in memory of
Tom Keenan
Col Howard M. Whit eld
in memory of
Col Tom Ross
Dr. Paul F. Williams
in memory of
CWO-4 Kenneth E. Strayhorn
Terry L. Williams
in memory of
LtCol Dory Glaese
SSgt George H. Williams
in memory of
Janet P. Williams
Capt Ronald M. Zobenica
in memory of
Capt Gary Hoglund and
Capt Dave Spearman
From: Fall 2015 Yellow Sheet
If you think you can identify
the aircraft at right, email your
submission to
MCAA@ The answer
will appear in the Summer issue
of the Yellow Sheet
ID THIS AC For the next issue »
Timm S-160
The Timm S-160 (or Timm PT-
160K) was a conventional tandem
open-cockpit monoplane trainer
rst fl own on the 22 May 1940.
It was powered by a Kinner R-5
radial engine and was a low-wing
cantilever monoplane with a
tailwheel landing gear. It had an
unusual feature in that the airframe
structure was made from resin
impregnated and molded plywood,
creating a composite material
stronger and lighter than plywood.
This process was patented as the
Nuyon process and marketed as
the “aeromold process”.
The PT-220C was evaluated by
the United States Navy, which
ordered 262 aircraft in 1943 as
the N2T-1, incorporating only slight
changes from the prototypes. The
N2T-1 was a U.S. Navy basic
trainer which the Navy nicknamed
“Tiny Timm”. The entire initial
order was delivered in 1943 with
no follow-on contract due to the
military placing too many orders
for Army and Navy trainers.
You Guessed It!
Tiny Timm (and Ebenezer Scrooge)
fans who correctly ID’d this
trainer were Bob Hughes, Santa
Ana, CA; Kent Fellows, Lima, NY;
Craig Wheel, Newark, DE, and
Wally Jabs, Dumfries, VA.
CH-53 Rendezvous will be held on Saturday, April 29th, 2017, at The Clubs at
Quantico and Crossroads Events Center, MCB Quantico, VA. For more information
go to: or contact Milo “Moe” Shank at: or (703)-566-1524.
HMX-1 will hold its 70th Anniversary Reunion in Quantico and Fredericksburg,
VA, on 4-6 May 2017. For more information, go to
1_70th or contact S teve Taylor at or
(703) 217-5975
VMFA-531 Grey Ghost “Hornet Era” Reunion in La Jolla, CA. 2017 marks the 35th
anniversary of the beginning of the “Hornet Era” at VMFA-531 as well as the 25th
anniversary of the squadron’s decommissioning. This is a good year for us all to
gather and recount war stories (“Has anyone seen the XO’s frozen  ight boots?”
… “Has anyone seen the XO’s toothbrush?”… “I think this boat as a hole in it!”
… “You can’t go to Osan if you haven’t been to Osan.”) We will toast our fallen
com rades—perhaps with burner lights of Bacardi 151? We will catch up on each
other’s lives—is Top Kaiting still serving Snake Juice at the Yuma SNCO Club?
This reunion will be held in conjunction with the MCAA Symposium in San Diego;
May 18-21. All members of the Grey Ghost Squadron from 1983-1992 are encouraged
to attend.There will be a hosted Ready Room suite at the Hyatt La Jolla. For those
familiar with San Diego, the Hyatt is in the UTC area, a few miles west of MCAS
Miramar. If there is enough interest, we will also have a reunion dinner on Saturday
evening, May 20th. Please contact: Roy “Puma” Pearson at:
The VMFA-531 “Grey Ghosts” will be having a reunion from 15-17 June 2017
at The Crossroads Inn at Quantico, VA. Please contact: Roman Makuch at 347-886-
0962 or Ray Holmes 732-267-0518
As a Navy aircraft mechanic on a “Jeep”
carrier, he participated in the Saipan,
Tinian, Guam, Peleliu, and Philippines
campaigns. He was wounded by a
Japanese cruiser shell during the Battle
of Leyte Gulf. Recalled for the Korean
Conict, he entered ight training and
was commissioned in the Marine Corps.
He ew 99 combat missions in Korea
and was awarded the DFC and 9 Air
Medals. In 1958 he ew one of 24 FJ-4’s
in the rst single-engine jet transpac from
Hawaii to Japan utilizing aerial refueling.
Predeceased by his wife Mildred and wife
Eva. Survived by his three daughters.
After Navy enlisted service as an aviation
electronic tech ying AF Guardians
from USS Block Island, he entered ight
training and was commissioned into the
Marine Corps. He ew FJ’s and F-8’s with
VMF-232. In Vietnam he served as OIC,
MATCU-67, then Ops O of VMA-211 ying
over 350 combat missions. He was CO,
MARTD Jacksonville, FL; XO, MWSG-17;
and XO & CO, MAG-13. His nal tour was
head of ofcer assignments at HQMC. His
decorations include the Legion of Merit,
DFC, Bronze Star with Combat ‘V’, Air
Medal with Gold Star and numeral 28.
Survived by his wife Carole.
Leaving high school at 17 to join the
Navy, he saw action as a gunner’s mate
at Iwo Jima, Luzon, Leyte Gulf, Saipan,
and Tinian. After the war he nished
high school and did two years at Ohio
State. Called back for the Korean War,
he attended ight school and was
commissioned in the Marine Corps. He
mostly ew A-4 Skyhawks and KC-130’s.
After retirement he was a pilot for Ohio
University and Interior Airways in Alaska.
Moving to Boise, ID, he operated a Dairy
Queen for a decade, then built a cabin in
the woods he called his “happy place,
where he resided until his death. His
decorations include the DFC. He was an
MCAA Life Member. Preceded in death by
his son Tom and wife Wilma. Survived by
his daughter Sandy.
A versatile aviator, he ew FJ Fury’s
with VMF-235 and R4Q’s with VMR-
252, then F8’s and F-4’s with VMFA
122. In Vietnam, he ew 120 combat
missions with VMFA-542. He commanded
VMCJ-1 ying both the RF-4 and EA-
6A. He retired from HQMC as section
head, Manpower Programs and Budget
Branch. His decorations include the
Legion of Merit, 8 Air Medals and Navy
Commendation Medal with Combat ‘V’.
He was a technical consultant to the
Navy and NASA for 20 years. A standout
football player at the Naval Academy, he
was inducted into the GTE Scholar Athlete
Hall of Fame and College Football Hall of
Fame. Survived by his wife Bobbie.
Serving in the National Guard and
Reserves in 1939, he enlisted in the
Regular Marine Corps in 1940. An
ordnance Marine, his Reserve squadron
had no planes, so the Navy loaned them a
few on weekends. He served with VMSB/
VMTB-131 on Guadalcanal as a staff
sergeant. Quickly promoted to technical
sergeant and master sergeant, he later
served on Peleliu, and was crew chief
on R4D’s that ew wounded from Iwo
Jima to Guam. After VJ Day, he was the
maintenance chief for a Marine night
ghter operational training unit ying
F-7F Tigercats. Predeceased by his wife
See tribute article in this issue.
An MCAA Life Member, he saw service in
Vietnam, then ew as an airline pilot for
30 years.
He served 23 years in the Corps as did his
father before him. Survived by his wife
“Bud” served over 20 years in the Corps,
and was awarded the Bronze Star
with Combat ‘V’ for his actions during
the Battle of Khe Sanh. After retiring
from active duty, he was a successful
senior executive in the defense and
telecommunications sectors. Predeceased
by his son, Capt Gary C. Kirkland, USMC.
Survived by his wife Carolyn.
He ew F-9’s, A-4’s and A-6’s. He served
two tours in Vietnam and had a four
year tour in Italy. His nal tour was
CO, VMAT(AW)-202, the A-6 training
squadron. He then worked for Boeing,
specializing in the 777. Survived by his
wife Anne.
Enlisting in 1948, he saw service in
the Korean War, Cuban Missile Crisis,
and Vietnam, retiring in 1971. He later
worked for Bell Helicopter in Iran. He held
position in the Marine Corps League at the
National level, receiving their Marine of
the Year Award in 2000. Survived by his
wife Gloria.
A veteran of World War II, Korea, and
Vietnam, he enlisted in 1945, becoming a
radar operator/navigator on F-7F Tigercat
night ghters. He was commissioned in
1951 via a NROTC Scholarship and served
in Korea as an infantry ofcer with 2nd
Bn, 7th Marines. Leaving active duty, he
earned his law degree serving with and
commanding judge advocate general units,
retiring in 1980. Survived by his wife
A pilot with VMF-323 “Death Rattlers”, he
shot down seven Japanese aircraft while
ying the F-4U Corsair. He received the
Navy Cross for attacking more than 50
enemy aircraft over Okinawa, shooting
down ve. After his service he had a
successful career in the funeral home
business. He was mayor of Biloxi and a
state representative for one term.
A CH-53 pilot, he was instrumental in
the development, procurement, and
production of the -53E model, as well
as its initial operational use as the rst
squadron commander of HMH-466
“Wolfpack”, named in his honor. He
served several tours at NavAirSysCom
as program manager of the entire CH-
53 series, all night vision systems and
executive helicopters. Survived by his wife
It is with profound apologies and deep
embarrassment that I must admit we
published two unfounded obituaries
in the last issue of The Yellow Sheet.
However, I am happy to report that
Col Raymond R. Powell, USMC (Ret)
and Gordon W. McKelvey are in fact
still with us. We unfortunately took as
“fact” erroneous e-mails from their
former squadron mates who reported
otherwise.We have heard from both
and hope we have not caused them,
their families and lifelong friends any
undue shock or suffering.We have put
measures in place to ensure this does
not happen in the future.Again, my
apologies gentlemen
– SEL, Executive Director.
MCAA is pleased to recognize
those who have contributed
to MCAA funds this quarter.
Headquarters Level
$2,500 & Above
Wing Level
$1,000 – $2,499
Group Level
$500 – $999
Squadron Level
$100 – $499
LtGen Fred McCorkle
Col Russel M. Stromberg
Gen John R. Dailey
Gen Alfred M. Gray
Capt Robert O. Meyer
GySgt John S. Prusa
Col John G. Rader
Col Thomas S. Reap
Capt Douglas A. Bernard, MD
Maj John W. Bryant
LtCol John E. Carroll, Jr.
Col Richard R. Crawford
Maj Merle C. Eglet
Col Warren A. Ferdinand
LtGen Emerson Gardner, Jr.
MajGen William H. Gossell
LtCol Juliann L. Kelly
LtCol Larry D. Rannals
Col Klaas Van Esselstyn
MajGen Kenneth W. Weir
LtCol Donald L. Abblitt
Col J. Laurence Adkinson
LtCol Charles R. Allison III
Capt Hugh Anderson
Col Jay Anderson
BGen John C. Arick
LtCol Michael E. Barrington
MGySgt Donald E. Beaver
MajGen Ronald L. Beckwith
Col Richard Bell
LtCol Jay N. Bibler
BGen William A. Bloomer
LtGen Harold W. Blot
LtCol George F. Boemerman
Julian G. Booth
LtCol John W. Bowman
LtCol Herman C. Brown
Col Raymond M. Burns
Judge John L. Carroll
Sydney D. Carter
Capt John J. Caussin
LtCol Robert W. Chapin
Col Robert M. Clark
Capt Jose T. Cocco-Valdez
Col James M. Collins II
Maj Charles K. Cooper
Col Dan Crowl
LtCol James J. Cuff, Jr.
LtCol Charles E. Daniels, Jr.
Capt James Dargan
Maj Charles B. Davis
Col Robert D. DeForge
Patricia Dellamano
Col Mel W. De Mars
Col Joseph Della-Corte
Col Joseph R. Dobbratz
MSgt Robert A. Doktor
LtCol Carl H. Dubac
MGySgt Robert F. Duerden
Capt Christopher A. Eaton
LtCol Tod A. Eikenbery
Col David L. Elam
LtCol Buzz Elliott
Maj John M. Elliott
CAPT David B. Emich
Col Robert V. Evans, Jr.
C. Richard Ferree
Col Lewis C. Ferretti
Keith Flail
Maj Stanley Frost
1stLt David D. Fuller
Col Joseph C. Garbrous
Robert L. Gartner
Michael A. Gianetti
LtCol Richard H. Glass
Col Patrick J. Gough
Col John D. Gumbel
Col Curtis E. Haberbosch
LtCol John F. Hales
MajGen Timothy C. Hanifen
Gen Richard D. Hearney
Camille Hefty
LtCol William H. Hinds
Maj Eugene A. Homer
LtCol Mikel R. Huber
Col Dennis D. Jackson
BGen Bradley S. James
Maj Raymond A. Jasica
Col Thomas R. Johnson
Maj William H. Johnson
Maj John S. Joiner
Sgt Richard R. Keller
Dennis Kelly
Col Todd G. Kemper
LtCol Frank B. Kennedy III
Christopher R. Kern
LtCol James P. Kizer
LtCol Kevin Kretzschmar
Capt William Kretzschmar
LtCol Thomas W. Krimminger
LtCol Ronald W. Kron
CDR Bryan H. Kust
LtCol Matthew J. Kuzniewski
SSgt Christopher D. Larson
Charles H. Leaird
Col Scott Leitch
Col Bud Lewis
Squadron Level continued
$100 – $499
Squadron Level continued
$100 – $499
Winter 2017
67Winter 2017
Squadron Level continued
$100 – $499
Squadron Level continued
$100 – $499
Division Level
$25 – $99
Division Level continued
$25 – $99
RADM Fred Lewis
LtCol Michael P. Linehan
Capt Charles S. Love
Col James H. Magill
LtCol Terry L. Martin
Col Lawrence J. McDonald
Col Ron McFarland
Col Billy D. McMillin
William F. McRoberts
Col Walter F. Megonigal, Jr.
Don C. Merritt
LtCol Alwin L. Moeller
Col J. P. Monroe
Robert D. Moran, Jr.
BGen Michael Mulqueen
Col James M. Mutter
Col Michael J. Needham
Richard A. Newell
Col W. L. Niblock
CWO-4 Walter P. Oldham
Col James W. Orr
LTC Lawrence P. Peduzzi
Col David L. Percy
Col Joseph F. Perito
Dr. Roger A. Peterson
Col Billy G. Phillips
Mary Lou Pippin
LtCol Henry R. Prokop
LtCol Robert D. Purcell
Capt Michael J. Quiello
Col Tom Reath
LtCol Elwin Reichert
Capt Terril J. Richardson
Cpl John L. Richardson
Col Manfred Rietsch
1stLt George L. Roblee
CDR Donald H. Rosenbaum, Jr.
MajGen Steven R. Rudder
LtCol Colin J. Ruthven
MajGen Michael D. Ryan
James M. Saboe
Col Jim Sandberg
LtCol Dave Schlichting
BGen David V. Shuter
Col Archie D. Simpson
Col Charles V. V. Smillie
MSgt Roben E. Smith
Col Michael J. Soniak
MGySgt William D. Sproule
LtGen Keith J. Stalder
LtCol James E. Strawn
Col Bronson W. Sweeney
MajGen Larry S. Taylor
CWO-3 Samuel C. Tease
Maj Richard H. Thomas, Jr.
David A. Timms
Maj Arthur B. Tozzi
Col Joseph E. Underwood
MSgt Tobias L. Van Esselstyn
LtCol John W. Viglione
Richard M. Ware
Col Earl S. Wederbrook
LtCol Stuart L. Weinerth, Jr.
Sgt Keith T. Wenda
Gen Joseph J. Went
LtCol Larry A. Whipple
MGySgt Ian H. Wilson
LtCol Al Aitken
LtCol Mark E. Albritton
Col John R. Aldridge
LtCol William A. Allanson
LtCol George A. Ampagoomian
Sgt John P. Bailey
Col Owen C. Baker
Col Robert L. Ballantyne
LtCol George A. Bancroft II
CWO-4 Richard M. Basara
LtCol Edward Benes
GySgt John H. Bentle
Jean Marie Bridges
Capt Harry D. Brooks
BGen Bruce Byrum
Col William D. Carr
LtCol Wilmer L. Carroll
LtCol Charles W. Chain
Col Robert J. Charette
Maj Francis W. Chesney
LtGen George R. Christmas
LtCol Scott B. Clifton
Col Stanley N. Collins
LtCol Ken Collyer
Col Bart J. Connolly IV
MSgt George F. Cook
Sgt Thomas J. Corridan, JD
Richards A. Cousins, Jr.
Maj Everett L. Cowley
Charmian J. Cretney
LtCol Jack W. Davis
Maj William C. Davis
Col Alexander C. Dickerson
LtCol Leonard R. Domitrovits
John T. Donovan
David J. Driscoll
LtCol David A. Echternach
William H. Enders
LtCol Myron H. Engel
LtCol James F. Farber
LtCol Barry R. Fetzer
Col O. J. Fink, Jr.
LtCol A. K. Frain
Col Kenneth P. Gardiner
MSgt Walter F. Gemeinhardt
LtCol James T. Golden, Jr.
LtCol Kevin J. Goodwin
Maj Edward Green
Capt Thomas E. Greer
BGen Jerome T. Hagen
Maj Ronald E. Heald
Daniel O. Hepp
MGySgt Charles R. Hoppe
Division Level continued
$25 – $99
Division Level continued
$25 – $99
Section Level
Up to $24
Sgt Greg Bassaras
Col William R. Beeler
MSgt Carl L. Bermender
Robert F. Bethel
Robert J. Blankman
Col John W. Carl
CWO-3 Jeffrey T. Claypool
Ronald J. Curtis
Col Donald E. Davis
LtCol Vince DiLoreto
Sgt Ralph W. Duttweiler
Capt William R. Felini
Col Leonard R. Fuchs, Jr.
Ron Grochowski
LtCol Gerald M. Hammes
LtCol Patrick A. Kelleher
GySgt Alfred H. Laske
Maj Walter R. Lobo
CWO-4 John J. Lyons
Col Robert A. Martinez
Capt Robert E. Moore
LtCol William W. Ogle
LtCol Norman G. Root
LtCol Paul R. Seipt
LtCol William R. Smith
MSgt Herbert A. Smith
LtCol Munson R. Snedeker
Col Eric J. Steidl
Sgt Timothy G. Tague
LtGen William J. White
LtCol Charles A. Houseman
Omar L. Humphrey
MajGen Harry Jenkins, Jr.
SgtMaj George C. Johnson IV
LtCol Gregory J. Johnson
Col Michael H. Johnson
J. J. Jones
Maj O. Jack Kaneft
GySgt William W. Kelly, Jr.
Marion Kerwin
LtCol Richard Klehm
CWO-4 Frederic T. Krebs
LtCol Brian E. Kuhn
Leonard H. Kullas
GySgt Paul T. Kuras
Capt James P. Lattimer
Col Martin J. Lenzini
LtCol Herbert J. Lewis
BGen Frederick R. Lopez
Michael Lucas
Capt Bill Luplow
Gloria J. Lutz
Maj Peter Lynch
Col Alan C. MacAulay
Maj Alvin F. Marshall
MGySgt Kenneth E. Maschek
Mary Jo Matheson
LtCol J. L. Mavretic
LtCol Amy McGrath
CDR Peter Mersky
Col Terry D. Metler
Robert E. Milburn
Thomas J. Miller
Errol “Mo” R. Moffatt
Col Michael G. Naylor
Gen William Nyland
LtCol Gerald D. Overmyer
Robert Park
Col Rabun N. Patrick
LtCol Jerry E. Patterson
Bill J. Perrett
Maj Colin K. Perry
LtCol Dale A. Peterson
Sgt David Quijada
LtCol Carlos J. Quintana
Harley J. Redin
Col Richard W. Regan
2ndLt William H. Reno II
Maj Lou Ann Rickley
Col Glenn L. Rieder
Col Jon R. Robson
LtCol Henry W. Roder
Maj Eric Roth
LtCol Ron W. Ruescher
George L. Rumelt
Peter L. Schaefer
Marc Scheumann
Charles Schutz
Charles J. Sehlke
Edith H. Shields
Col John D. Shinnick
SgtMaj Robert F. Singer
Capt Stanley A. Skalski
Maj James T. Smith
Lloyd K. Stimson
Capt Anthony Stobiecki
Skip Storey
CDR Mark D. Strauss
SSgt Arthur W. Templeton
Capt William S. Thompson, Jr.
Reuben M. Torres
Capt Mark A. Vincent
Manuel Viramontes, Jr.
Col John J. Ward
Col Kenneth D. Waters
LtCol Thomas L. Watkins
Col Fred Wenger III
Col Charles T. Westcott
Col Howard M. Whiteld
Dr. Paul F. Williams
SSgt George H. Williams
Terry L. Williams
Capt Ronald M. Zobenica
Aerojet Rocketdyne
BAE Systems
Bell Helicopter
Corsair Technical Services
Draken International
DRS Technologies
Elbit Systems of America
FLIR Systems
GE Aviation
General Atomics
General Dynamics
Gulfstream Aerospace
Karem Aircraft
L-3 Vertex Aerospace
Lockheed Martin
LORD Corporation
ManTech International
Million Air
Navy Federal Credit Union
Northrop Grumman Corp.
Omega Aerial Refueling
Orbital ATK
Peduzzi Associates
Piasecki Aircraft
PKL Services, Inc.
Power Ten
We thank you for your generous support in 2017!
Pratt & Whitney
Precise Systems
Rockwell Collins
S3 International
Sierra Nevada Corporation
Sikorsky Aircraft Corporation
Teledyne Controls
Textron Aviation
Textron, Inc
Textron Systems, Unmanned Sys.
Ultra Electronics Advanced Tactical
United Technologies Aerospace
W.R. Davis Engineering, Ltd
Welcome New MCAA Members
LtCol Ryan P. Allen
1stLt Robert B. Allen
William Austin
LtCol Bruce L. Bridgewater
LT Lawrence F. Britt, Jr.
LCpl Noah A. Cecconi
SSgt Joseph J. Chuck
Maj Stephan J. Corrie
1stLt Clayton J. Cottrell
Patrick H. Devito
Maj David R. Dixon
Capt Taylor T. Dodd
CWO-3 Kenneth C. Fidler
Maj Larry D. Fielder
LtCol Shayne M. Frey
Col Michael S. Gering
Maj Clayton T. Harlin, Jr.
LtCol Brett A. Hart
Stuart Hartwell
Maj Gregory Hill
SSgt Carl L. Holwerda
Jeffrey E. Hunt
LtCol John F. Kidd
Maj Christopher Klempay
Col Michael K. Kozik
LtCol Roy A. Lewandowski
Col Robert D. Loynd
Col Paul W. Martin
1stLt Jack B. McBride
LtCol Brian D. McLean
Sgt Wayne S. Miller
LtCol Marty A. Moore
VADM Allen G. Myers
Capt Ryan Oliphint
LtCol Michael Parkyn
Maj Gary R. Pheasant
Trisha R. Post
Capt Robert Preston
Col Bruce B. Rutherford
Maj Jeffrey Rzasa
LtCol Karl T. Schmidt
LtCol Brett Sherman
LtCol David P. Snyder
Col Donald R. Stiver
Capt John P. Stuart
Col William T. Swan
Capt William C. Tate
Larry Tuggle
Capt W. T. White
Capt Michael E. Wright
S3 International is a Registered Small Business
headquartered in Milwaukee, Wisconsin, comprised
of S3 International and S3 Repair Services. S3’s
industry leading businesses are focused on providing
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agreements with industry leading OEM’s, component
repair services including being the Authorized UTC
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Karem Aircraft specializes in development of
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prototyping and ight testing of high-efciency
tiltrotors, both manned and unmanned. Karem’s
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We welcome our newest corporate members.
Winter 2017
2 Welby, S. (2016, April 12). Third Offset Strategy. Subcommittee on
Emerging Threats and Capabilities, p.3.
3 Ibid.
4 Keck, Z. (2014, November 18). The Tale of Two Offset Strategies. The
5 McGrath, J. R. (2016). Twenty-First Century Information Warfare and
the Third Offset Strategy. Joint Forces Quarterly, 82(3), p. 17.
6 Goure, D. (2016, June 14). The Pentagon’s Third Offset: Just a Smoke
Screen for a Shrinking US Military? The National Interest.
7 Katherine, B. (2016). Analysis of the FY 2017 Defense Budget and
Trends in Defense Spending. Center for Strategic and Budgetary
Assessments, p.34.
8 Ibid. Referencing Assistant Secretary of Defense for Research and
Engineering Stephen Welby, “Third Offset Technology Strategy,
Statement before the of the Senate Armed Services Committee,
Emerging Threats and Capabilities Subcommittee, April 12, 2016,
available at
9 Freedberg, S. J. (2016, September 21). Air Force Leading Way to 3rd
Offset: Bob Work. Breaking Defense.
10 Seck, H. H. (2016, October 4). Here’s Why the Navy Won’t Talk About
A2/AD’ Anymore.
11 Gordon, J. I., & Matsumura, J. (2013). The Army’s Role in Overcoming
Anti-Access and Area Denial Challenges. Santa Monica: RAND
Corporation, p. 3.
12 Katherine, B. (2016). Analysis of the FY 2017 Defense Budget and
Trends in Defense Spending. Center for Strategic and Budgetary
Assessments, P. 3-11.
13 Hoffman, F. G. (n.d.). Commanding Tomorrow’s Contested Zone:
Operationalizing CS21 in the Littorals. EMC Chair Conference Paper.
National Defense University, p. 1.
14 Carter, A. (2016). Assessing the Third Offset Strategy: Progress and
Prospects for Defense Innovation. The Path to the Innovative Future of
Defense. Washington: Center for Strategic and International Studies.
15 Welby, S. (2016, April 12). Third Offset Strategy. Subcommittee on
Emerging Threats and Capabilities, p. 1.
16 McGrath, J. R. (2016). Twenty-First Century Information Warfare and
the Third Offset Strategy. Joint Forces Quarterly, 82(3), p.17. Author
cites James R. Clapper, Director of National Intelligence https://www.les/documents/2016-02-09SSCI_open_threat_hearing_
17 Carter, A. (2016). Assessing the Third Offset Strategy: Progress and
Prospects for Defense Innovation. The Path to the Innovative Future of
Defense. Washington: Center for Strategic and International Studies.
18 Ibid.
19 Headquarters Marine Corps, Aviation. (2016). Marine Aviation Plan
2016. Washington, p. 16.
20 Ibid, p. 23. References Marine Corps Doctrinal Publication 1-0, 2011.
21 U.S. Marine Corps Concepts and Programs. (2015, March 3). Joint
Strike Fighter (JSF). Retrieved November 28, 2016, from U.S. Marine
Corps Concepts & Programs.
22 Selva, P. (2016, October 28). Assessing the Third Offset Strategy:
Progress and Prospects for Defense Innovation. Washington, DC:
Center for Strategic and International Studies.
23 U.S. Marine Corps Concepts and Programs. (2015, March 3). Joint
Strike Fighter (JSF). Retrieved November 28, 2016, from U.S. Marine
Corps Concepts & Programs, p. 76.
Carter, A. (2016). Assessing the Third Offset Strategy: Progress and
Prospects for Defense Innovation. The Path to the Innovative Future
of Defense. Washington: Center for Strategic and International
Freedberg, S. J. (2016, September 21). Air Force Leading Way to 3rd
Offset: Bob Work. Breaking Defense.
Gordon, J. I., & Matsumura, J. (2013). The Army’s Role in Overcoming
Anti-Access and Area Denial Challenges. Santa Monica: RAND
Goure, D. (2016, June 14). The Pentagon’s Third Offset: Just a Smoke
Screen for a Shrinking US Military? The National Interest.
Headquarters Marine Corps, Aviation. (2016). Marine Aviation Plan
2016. Washington.
Hoffman, F. G. (n.d.). Commanding Tomorrow’s Contested Zone:
Operationalizing CS21 in the Littorals. EMC Chair Conference Paper.
National Defense University.
Katherine, B. (2016). Analysis of the FY 2017 Defense Budget and
Trends in Defense Spending. Center for Strategic and Budgetary
Keck, Z. (2014, November 18). The Tale of Two Offset Strategies. The
McGrath, J. R. (2016). Twenty-First Century Information Warfare and the
Third Offset Strategy. Joint Forces Quarterly, 82(3), 16-23.
Seck, H. H. (2016, October 4). Here’s Why the Navy Won’t Talk About A2/
AD’ Anymore.
Selva, P. (2016, October 28). Assessing the Third Offset Strategy: Progress
and Prospects for Defense Innovation. Washington, DC: Center for
Strategic and International Studies.
The United States Marine Corps. (1997). Warghting. Washington: U.S.
Government Printing Ofce.
U.S. Marine Corps Concepts and Programs. (2015, March 3). Joint Strike
Fighter (JSF). Retrieved November 28, 2016, from U.S. Marine Corps
Concepts & Programs.
Welby, S. (2016, April 12). Third Offset Strategy. Subcommittee on
Emerging Threats and Capabilities,.
from The Third Offset Strategy and the Challenges to Marine Aviation, page 13
Editors Note
Re: Article on the YN19 at the NMMC,
Summer 2016 Yellow Sheet
The credit for the restoration and donation was
incorrectly given to HMH-461, instead of the
HMM-361 Restoration Association led by Al
Weiss and his amazing dedicated crew of
volunteers. After all of the work, blood, sweat,
and tears of these Marines I would hate to not
give them their due. Bravo Zulu!
Although fi rst chartered in 1972, the genesis of the organization dates
back to World War I with the First Marine Aviation Force Veterans. As a
result, sharing the legacy and heritage of Marine aviation and bringing
aviation Marines, both active duty and retired together is at the core of
our mission.
MCAA promotes and recognizes professional excellence in Marine
aviation, supports the fraternal bond of its membership, preserves
Marine aviation heritage, and safeguards the future of Marine aviation
through awards programs, events and publications.
MCAA currently has 53 corporate members. A large part of our
membership comes from the aerospace industry. Through our corporate
membership and generous donations, we support numerous awards,
scholarship programs and the Semper Fi fund. MCAA also supports
aviation memorials and aircraft museum restorations.
Although fi rst chartered in 1972, the genesis of the organization dates
back to World War I with the First Marine Aviation Force Veterans. As a
result, sharing the legacy and heritage of Marine aviation and bringing
aviation Marines, both active duty and retired together is at the core of
our mission.
MCAA promotes and recognizes professional excellence in Marine
aviation, supports the fraternal bond of its membership, preserves
Marine aviation heritage, and safeguards the future of Marine aviation
through awards programs, events and publications.
MCAA currently has 53 corporate members. A large part of our
membership comes from the aerospace industry. Through our corporate
membership and generous donations, we support numerous awards,
scholarship programs and the Semper Fi fund. MCAA also supports
aviation memorials and aircraft museum restorations.
In This Issue
Join us for MCAA 2016!
History of MCAS Cherry Point, NC, 1940-1980
CH-53K: A New Era of Heavy-Lift Force
Winter 2016
The Magazine of Marine Aviation
Marine Corps aviation assoCiation
In This Issue
The “Class of 2016” Aviation Award Winners
Devil Cats in Korea 1950-1951
VT-86 Transitions and Upgrades
715 Broadway Street, Quantico VA
In This Issue
2016 MCAA Symposium Recap
“Nighthawks” in Vietnam 1967
The Tailored Ace
Summer 2016
The Magazine of Marine Aviation
In This Issue
1oo Years of Marine Corps Reserves
Fresco Firing Phantoms Flailing
Honoring Marine Aviation in World War II
Fall 2016
The Magazine of Marine Aviation