Yellow Sheet Spring 2021 : simplebooklet.com

and 3,600 statute miles; beginning from Long Island, NY and landing in Paris, France. Lindbergh, the ‘Lone Eagle’, is a legacy member of e Distinguished Flying Cross Society. e Distinguished Flying Cross Society itself (DFCS) was founded in 1994, as a 501(c) (19) nonprot organization, headquartered in San Diego, CA, and is made up of those men and women who were awarded the Distinguished Flying Cross and their relatives. e Society currently has more than 6,000 members and was founded on the fraternity and fellowship among military iers. It seeks to preserve the rich heritage and historical narratives of those who are recipients of the DFC and to educate the general public, especially the youth of America, on the values of courage, patriotism and character; those very characteristics upon which America was founded. By doing so, it elevates the awareness of the award itself and demonstrates to the public that The DFC has been awarded to pilots and air crew in all ve of our services (United States Army, United States Navy, United States Marine Corps, United States Air Force and the United States Coast Guard). Recipients represent a diversity of backgrounds, ethnicity, rank and gender whose aerial achievements were chronicled from the chaos of combat, to epic rescues, out to the very edges of space. e Distinguished Flying Cross medal was established by an Act of Congress on July 2, 1926 to recognize the heroism of World War I pilots. However, the rst Distinguished Flying Cross citations were presented to civilian Pan American Flight crews on 2 May, 1927 by President Calvin Coolidge, for their ve ship, 22,000 mile ight. President Coolidge presented the rst Distinguished Flying Cross medal, on 11 June, 1927, to then Captain Charles A. Lindbergh of the Army Air Corps Reserve, for his solo ight of 33.5 hours a very small cross section of ordinary Americans can and have accomplished extraordinary things under extremely dicult conditions while in ight. e Character Development Program (CDP), produced by the Medal of Honor Foundation as an educational outreach, has recently been recognized by the DFCS as an extremely worthy cause and eorts are underway to lend the support of our membership toward that eort. An active scholarship program exists for the descendents of DFCS members. If you are a DFC recipient and would like to see the historical narrative of your award preserved to serve as an inspiration for future generations, go to the DFCS website at (www.dfcsociety.org) for information and requirements for joining our ranks. Families of a deceased DFC recipient are also encouraged to enroll their loved one posthumously and become an Associate member. For additional information, call our Toll-free number at 1- 866-332-6332.The Distinguished Flying Cross (DFC) is our nation’s highest award for aerial achievement. As a valor decoration, it ranks fourth in order of precedence, and is awarded to recipients for heroism or extraordinary achievement while participating in aerial ﬂight. 2 | yellowsheet | www.ymcaa.orgCall to Action All DFC Marines!

Page 3

Page 4

4 | yellowsheet | www.ymcaa.orge Magazine of Marine AviationTheSPRING 2021 | VOLUME LXIIIThe MCAA is a non–profit 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 spectrum of Marine Corps aviation from all ranks and skills.The Marine Corps Aviation Association’s Yellow Sheet takes the name from the old yellow–colored, printed form that pilots used to record ﬂight 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, ﬂight time, instrument time, number of takeoffs and landings, type of ﬂight, passengers, and other assorted information. At the end of a ﬂight, 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.10 MARINE CORPS AVIATION: FIGHT NOW, FIGHT TOMORROW Lieutenant General Mark R. Wise, Deputy Commandant for Aviation 8. 2021 MCAA SYMPOSIUM SCHEDULE & REGISTRATION FORM MCAA National Headquarters 12. LAST FEMALE MARINE RECEIVES HER WEAPON SYSTEMS OFFICER WINGS FOR THE F/A-18 HORNET Sgt Annika Moody and LCpl Fernando Moreno A UH-1Y Venom helicopter prepares to take off during a training exercise at Marine Corps Air Station Futenma, Japan, on 18 May 2021. PHOTO COURTESY: U.S. MARINE CORPS

Page 5

Page 6

Page 7

Spring 2021 | yellowsheet | 7Lieutenant General Thomas L. “Stash” Conant, USMC (Retired) National CommanderLeadership & Board of Directors NATIONAL COMMANDER LtGen Thomas L. Conant, USMC (Ret)DEPUTY CMDR, WESTLtGen Terry Robling, USMC (Ret)DEPUTY CMDR, EAST MajGen Jon Gallinetti, USMC (Ret) TREASURER Col Robert Deforge, USMC (Ret) ADJUNT Col Paul Fortunato, USMC (Ret) SERGEANT MAJOR SgtMaj Bill Oldenburg, USMC (Ret)LEGAL COUNSEL Col Art White, USMC (Ret)PREVIOUS NAT’L CMDRS LtGen Keith Stalder, USMC (Ret)LtGen John Castellaw, USMC (Ret)Gen William Nyland, USMC (Ret)WEST DISTRICT LEAD Col Earl Wederbrook, USMC (Ret)SOUTH DISTRICT LEAD Col Chris Seymour, USMC (Ret)SOUTHEAST DISTRICT LEAD Col John Gumbel, USMC (Ret)DISTRICT LEAD Col Laura Sampsel, USMC (Ret)NORTHEAST DISTRICT LEADCol Bruce Hulick, USMC (Ret)GOVERNANCE COMMITTEE LEAD Col Paul Croisetiere, USMC (Ret)MEMBERSHIP COMMITTEE LEAD Col Michael Orr, USMC (Ret) STRATEGY COMMITTEE LEADCol Robert Claypool, USMC (Ret) AUDIT COMMITTEE LEAD Col Al Sullivan, USMC (Ret) AT-LARGECol Ben Matthews, USMC (Ret)Col John Ostrowski, USMC (Ret)MCAA StaffEXECUTIVE DIRECTORCol John Rader, USMC (Ret)DIRECTOR OF OPERATIONS AND SENIOR EDITORRoxanne M. Kaufman rkaufman@ﬂymcaa.orgFINANCIAL SERVICES & MEMBERSHIPDebbie Martin MEMBERSHIP & EDITORIAL ASSISTANTMackensie Ward «MARINE CORPS AVIATION ASSOCIATION«HEADQUARTERS 715 Broadway Street Quantico, VA 22134703–630–1903for your generous support!We are fortunate to be on the backside of the curve and nally able to greet each other in person after an eighteen-month hiatus. ough there are a few noteworthy highlights this year that we will get to, we would be remiss if we didn’t take a moment to reect on those who we lost in 2020 and thus far in 2021. Sadly, we have lost over 90 Life Members in the last year and a half. Many of them are part of the Greatest Generation, fullling their life story as a Marine, family member, and loved one. We have been blessed by their presence, camaraderie, and friendship, and pray for their families and loved ones. Now to the good news! We are greatly encouraged by the quality and the capabilities of our rising class of Aviation Marines as we get ready to recognize both our 2020 and 2021 Marine Corps Aviation Association (MCAA) Award winners at this year’s MCAA Symposium. We would also like to thank the Commandant, Deputy Commandant for Aviation, and Branch Heads for their support in selecting and supporting our awardees. Again, much of what we do as an organization would never be possible without the continuing strong support from our Corporate Sponsors. Despite the Pandemic, our base of support did not falter. In fact, our Corporate Membership has grown in the past twelve months. We are humbled by the loyalty and perseverance of our Membership and thank all of our Corporate Partners for your support and patience! I hope you will consider joining us in Dallas, Texas, next month to help celebrate our Award Winners and renew old bonds. We took the old adage, “Everything’s Bigger in Texas” literally, and we can’t wait for y’all to see what we have planned. COMMANDER’Scall

Page 8

8 | yellowsheet | www.ymcaa.orgSchedule of EventsMonday, 19 July1600 - 2000 Registration Open Reunion Ballroom FoyerTuesday, 20 July0700 - 1800 Registration Open Reunion Ballroom Foyer0730 - 1800 Industry Exhibits Open Marsalis Hall A0800 - 1000 DCA Opening Remarks Marsalis Hall B1000 - 1730 OAG Meetings Reunion Ballroom, Cumberland Rooms1600 - 1730 MCAA Squadron Updates Cotton Bowl1800 - 2030 Welcome Aboard Mixer & Industry Exhibits Open Marsalis Hall A2030 - 2400 Ready Room Open Shawnee TrailWednesday, 21 July 0700 - 1600 Registration Open Reunion Ballroom Foyer0730 - 1300 Industry Exhibits Open Marsalis Hall A0800 - 1100 Executive MAB Reunion Ballroom GH0800 - 1700 OAG Meetings Reunion Ballroom, Cumberland Rooms0830 - 1030 MCAA Board Of Directors Meeting Cotton Bowl1130 - 1230 MCAA Membership Meeting Pegasus Ballroom1200 - 1700 OAG Outbriefs Reunion Ballroom GH1600 - 1630 Award Winner Brief Pegasus Ballroom1630 - 1730 Award Winner Reception Pegasus Ballroom1830 - 2030 Flight Jacket Happy Hour & Exhibits Open Marsalis Hall A2030 - 2400 MCAA Ready Room Shawnee TrailThursday, 22 July 0630 - 0800 Red, White, & Blue Breakfast (Invite Only) Pegasus Ballroom0700 - 1500 Registration Open Reunion Ballroom Foyer0730 - 1300 Industry Exhibits Open Marsalis Hall A0800 - 1045 MAROS All Hands Reunion Ballroom GH1130 - 1200 MCAA Memorial Service Reunion Ballroom ABC1200 - 1300 MCAA & DCA Luncheon Reunion Ballroom EF1730 - 1830 National Commander’s Reception (Invite Only) Pegasus Ballroom1800 - 1900 Awards Banquet Reception Reunion Ballroom Foyer1900 - 2200 Awards Banquet Reunion Ballroom2200 - 2400 MCAA Ready Room Shawnee TrailFriday, 23 July0800 - 1400 MCAA Golf Tournament Riverside Golf Course Dallas, TX

Page 9

MCAA 2021 Registration FormListed 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 www.afr-reg.com/mcaa2021. All registration forms and payments must be received on or before 12 July 2021Armed Forces Reunions, Inc. ATTN: MCAA322 Madison Mews Norfolk, VA 23510 Phone: 757-625-6401/757-627-3807 fax Registration cut-off date is 5 July 2021Price Per# of PeopleTotalACTIVE DUTY FOOD & BEVERAGE PACKAGE #1Includes Symposium Registration Fee, Welcome Aboard Reception (Wednesday), and Flight Jacket Happy Hour (Thursday). $75 $ACTIVE DUTY FOOD & BEVERAGE PACKAGE #2Same as package #1 plus Awards Banquet (Friday). $130 $INDIVIDUAL OPTIONS FOR ACTIVE DUTY AND CIVILIAN:REGISTRATION FEE MILITARY (non-reimbursable & included in packages above)$15 $REGISTRATION FEE CIVILIAN / RETIRED MILITARY$20 $Welcome Aboard Reception (Tuesday, July 20) $40 $Flight Jacket Happy Hour (Wednesday, July 21) $45 $Luncheon with Guest Speaker (Thursday, July 22) – Not included in any packages listed above$34Awards Banquet (Thursday, July 22) $65GOLF EVENTGolf Tournament (Friday, July 23) Active Duty$65 $Golf Tournament (Friday, July 23) Gov’t, Retired Military$75Golf Tournament (Friday, July 23) Civilian$85 $Total Amount Payable to Armed Forces Reunions, Inc. $Please do not staple or tape your payment to this form.PLEASE PRINT Registrant full name: _______________________________________________ Call Sign: _________________________________Classiﬁcation (select all that apply): Active Duty General Ofﬁcer Reserve Industry Retired CivilianCompany name/Active Duty Unit: ___________________________________________ Rank _______________________________MCAA Member? YES NO Address: _________________________________________________________________State ___________ Zip ____________Telephone ( _____ ) _________ - _____________ EMAIL __________________________________________________________Guests 1) _______________________________________________ 2) _______________________________________________ 3) _______________________________________________ 4) _______________________________________________CREDIT CARD INFORMATIONVisa /MC/AMEX/ Discover Card # ______________________________________________________Exp: _____________________Name on card: ___________________________________________Signature: __________________________________________OFFICE USE ONLYCheck # ________ Date Received ________

Page 10

Over the next several issues of the Marine Corps Gazette and e Yellow Sheet, Headquarters Marine Corps, Aviation will expand upon the future force, the capabilities that force will bring to the ght, and the new capabilities-based Marine Corps aviation sta to build out and sustain that force. In the pages of these publications, we will outline where we are headed, and how we will get there.PremisesIn executing the Commandant’s guidance, Marine Corps aviation always has his vision and his end-state in mind. In that vision, Marine aviation will:• Move the expeditionary force vast distances• Sustain that force in the Pacic archipelagos • Protect that force while they are thereMarine Corps AviationFight Now, Fight Tomorrow• Displace that force swiftly as operations evolve e theme of our future force: “nothing stays put.” e Marine Corps as an expeditionary force must be agile, mobile, and survivable. at means looking to, and building upon, current warghting philosophy and our way of doing business. is vision is built around distributed maritime operations, littoral operations in a contested environment, and expeditionary advanced base operations: DMO, LOCE, and expeditionary advanced base operations. e Marine Corps will not abandon, but rather will rene and improve upon, these concepts for operational design for a littoral ght.In working through processes and capabilities to build the aviation combat element of the future, Marine Corps aviation began with a set of premises. ese will drive how the air-ground Marine Corps team trains and ghts, and therefore how the aviation combat element (ACE) will support the larger distributed, expeditionary campaign. ese fundamental premises are:Strategic Level of War• Our pacing, peer threat is China…but they are not the only threat.• e naval expeditionary force is therefore focused on the INDO-PACOM theater of operations. • is theater is enormous, dispersed, naval in character, and contested. The Operational Art• To address the pacing threat, the United States Marine Corps is evolving and innovating as part of the larger naval expeditionary force.FROM THEhallwayLieutenant General Mark R. Wise, Deputy Commandant for AviationThe 8th of February 2021, began the most signiﬁcant restructuring of the Headquarters Marine Corps, Aviation organization in decades. On that day, Headquarters Marine Corps, Aviation—the “Hallway”—reoriented to better support the Commandant’s vision for the 2030 Marine Corps. Following the Commandant’s Planning Guidance and the mandate of Force Design 2030 implementation yields the “why” Headquarters Marine Corps, Aviation is evolving. A deep analysis of that “why” leads to the “how” the Hallway is now organized. This reorganization will translate vision into capabilities. 10 | yellowsheet | www.ymcaa.org

Page 11

• e United States Marine Corps will be an inside force, operating inside the rst island chain and working inside the weapons engagement area (WEZ).• Marine Corps aviation is fully vested in this evolution, and will used a threat-informed, capabilities-based approach to force development.Tactical Level of War• Aviation platforms are vehicles to execute capabilities, not ends in themselves.• Marine Corps aviation is looking to capabilities for 2030, and lead-turning 2040 and beyond.The Road AheadMarine Corps aviation will deliver the forces that today’s combatant commanders need to engage with allies and partners, compete with adversaries, deter conict and, if necessary, win wars, and will also allow investment in the capabilities that future combatant commanders will require for the same missions. With capabilities as the focus, the Marine Corps is not building a force for any one scenario; rather, this force will be ready for the front end of any conict. is will not be the “perfect force,” but can transition from one phase to another without delay. It may not be perfect for either, but will be good at both. As things begin to heat up in a kinetic event, the naval force’s adversary will not allow our forces to “set a theater.” We must be prepared across the range of military operations, and that means the ACE must be agile, mobile, and lethal.ere are several guideposts on this journey. ese include the following fundamental themes:1. Marine aviation will mass eects, not mass people and equipment, and will:• Generate maximum lethality• Focus on maximum survivability• Build a force with maximum resilience• Sustain that force in a distributed, expeditionary campaign• Use agility while minimizing physical footprint and electronic signature 2. Marine aviation recognizes that mobility is key to surviving in this ght. is means leaning down, and making more agile, our forward arming and refueling points, or FARPs. e FARP of the future will be quick and mobile and will thereby generate battleeld tempo, which creates both oensive punch and defensive capability.3. Marine aviation will focus on signature management, which will be crucial, especially for rotary-wing platforms. Systems of today work in an environment in which “ You can see me, but you can’t shoot me.” e future will be: “You can’t see me in the rst place.” 4. Marine aviation will build out capabilities as part of the naval command and control network. Mission equipment packages must include sensors, apertures, weapons, communications, and navigation systems that will reduce risk within contested environments and increase lethality of the force and mission success. e goal is resilient networks in a communications-denied environment. 5. Marine aviation will build platforms to maximize Marine Air-Ground Task Force capabilities: each platform will be a sensor, a shooter, and communicator. Building a rigorous, data-driven, analytically strong readiness framework will help better balance the risks and tradeos between satisfying immediate requirements for available forces with the imperatives of modernization.Stepping OffMarine Corps aviation has rethought the aviation vision and mission, and has updated both to better reect the tight integration of stas and processes across Headquarters Marine Corps and the naval force. e Hallway did NOT simply rename sections and continue daily operations; this is a complete rethinking of process and philosophy. e Hallway is reorganizing from linear branches into functional, capabilities-based divisions; changing the mindset from focus on platforms to focus on capabilities; and reorienting from being a hierarchical sta to being a dynamic system. e 2021 Aviation Campaign Plan, which will be outlined and expanded upon here in the coming months, provides structure and impetus for the new Hallway. e Campaign Plan is a detailed capabilities-based assessment coordinated with Headquarters Marine Corps, Combat Development and Integration, tying process to capability, tethering reorganized structure to direct, tangible, innovative results, and keeping the enterprise focused tightly on what is unique about this time. Its lines of eort and lines of operation lay out guideposts on the journey to the future: integrating systems across all six functions of Marine Corps aviation in order to create a more resilient and more lethal force. at force—integrated into a larger naval expeditionary campaign—will be prepared for a dynamic range of options. To echo the motto of the III Marine Expeditionary Force: Marine Corps aviation is ready to “ght now,” and will be ready to ght tomorrow. Editor’s note: is letter from DCA also appeared in the Marine Corps Gazette May 2021 issueFROM THE hallwaySpring 2021 | yellowsheet | 11

Page 12

ACTIVE DUTYupdatesSabrehawks Winging CeremonyBY SGT ANNIKA MOODY AND LCPL FERNANDO MORENO e Navy and Marine Corps’ newest aviators graduated from Training Squadron 86 (VT-86) “Saberhawks,” at Naval Air Station (NAS) Pensacola, FL, on 27 May 2021.During the graduation, aviator wings were pinned on to students signifying that they have completed the training required to become naval aviators. By taking home a set of wings, one Marine, out of the 16 graduates at the Sabrehawks most recent “winging ceremony,” marked a historic moment in Marine Corps history.U.S. Marine Corps First Lieutenant Brenda McCarthy is the last female Marine to receive her aviator wings for the position of Weapon Systems Ocer (WSO) for the F/A-18 Hornet.As if the moment wasn’t historic enough, McCarthy was pinned by retired U.S. Marine Corps Lieutenant Colonel Amy McGrath, one of the rst female WSO’s to complete the Naval Flight Ocer (NFO) training.A WSO, or “back seater,” sits behind a pilot in an F/A-18D Legacy Hornet. Commonly referred to as “wizzos,” these aviators are responsible for key support roles such as additional situational awareness, navigation, and communicationMcCarthy wrote a letter to McGrath thanking her for what she did to ght for women in the military, specically in the aviation eld and asked her if she would also like to be a part of her ceremony.“I told her that I knew I was going to wing in May, and I would have been honored if she could join us for the winging and pin me,” McCarthy said. “I thought it would be a true inspiration for my sisters who are pretty young, and females in general in the military to see empowering women in aviation, in a men’s club, just honoring each other and she accepted.”At the request of McCarthy, McGrath spoke at the graduation ceremony as the guest of honor. She detailed her time in service and how she had to ght for the rights of women in aviation. She explained how there was a federal law that prohibited women from becoming aviators and how she helped work to McCarthy poses with aircraft before her winging ceremony. PHOTO COURTESY: U.S. MARINE CORPS.12 | yellowsheet | www.ymcaa.org

Page 13

ACTIVE DUTY updatesTOPLtCol Amy McGrath, USMC (Ret), stands beside 1stLt Brenda McCarthy at McCarthy’s winging ceremony. PHOTO COURTESY: U.S. MARINE CORPS.BOTTOM1stLt McCarthy poses with aircraft after her winging ceremony PHOTO COURTESY: U.S. MARINE CORPS.change that. “So that’s what I did, I became an advocate at that age. I wrote the local newspapers at 12 years old,” she said.McGrath is proud that so many women are following in her footsteps as an aviator. “It’s really great to see the women who are continuing to serve in those capacities.”e Marine Corps has changed since the time of the rst female “wizzos,” and it is changing again during the time of the last. In line with the Marine Corps transition to F-35s, ight squadrons are being restructured, meaning that the Weapon Systems Ocer role will no longer be available.While the F/A-18 Hornets may be entering their twilight years as the Marine Corps moves away from a two-crew concept, McCarthy says she will strive to be the best she can and help her pilots to execute their missions.“I want to be a contributing member to whatever aircraft that I’m ying in at that time...I want to make sure that my pilots know that I have their back wherever we are,” McCarthy said. “at is honestly my personal goal, to be trusted by the pilots that are ying with me, because I have to trust them just as much as they have to trust me.”McCarthy is heading to follow-on training at a Fleet Replacement Squadron to start training on the specic aircraft she will be assigned at Marine Corps Air Station Miramar, in California.“ I want to make sure that my pilots know that I have their back wherever we are.”Spring 2021 | yellowsheet | 13

Page 14

Page 15

Spring 2021 | yellowsheet | 15ACTIVE DUTY updatesMarine Ofﬁcer Stands Out in EWS Blended SeminarBY LCPL HOPE STRALEYA classroom on Marine Corps Base Camp Pendleton, California, is full of U.S. Marine ocers. ey come from military occupational specialties spread throughout the Marine Corps, and all of them are high performers. But one sticks out from the rest. Captain Tyler Bonnett, an F-35B Lightning II pilot with Marine Operational Test Evaluation Squadron 1, based in Marine Corps Air Station Yuma, Arizona, is a vital member of the Expeditionary Warfare School’s Blended Seminar Program because of his experience and background in aviation.After getting an education in commercial aviation at the University of North Dakota, Bonnett spent time working for dierent aviation companies. However, he felt unsatised.“I felt like I needed to do something dierent,” said Bonnet, a native of Pierre, South Dakota. e desire to be involved in a mission bigger than himself drove him to apply for the U.S. Marine Corps’ Ocer Candidate School.As an ocer, Bonnett still had an interest in aircraft and worked to become a pilot for the F-35B. at path has taken him all over the country. His latest training opportunity brought him to Marine Corps Air Station Camp Pendleton for the blended seminar.e EWSBSP is a 16-week course that alternates between in-person and distance learning. e rst month is in person and teaches warghting and the specic roles for each part of a Marine Air-Ground Task Force (MAGTF). e following 12 weeks are primarily online and teach the functional employment of the MAGTF. e students come back for a nal period of in-person classes before graduating.“We are learning to be MAGTF planners,” explained Bonnett.During the most recent EWSBSP, a new challenge was presented - COVID-19. Instead of a mixture of online and in-person classes, the majority of Bonnett’s course was via distance learning before seminar leadership felt conditions were safe enough to bring students together for the nal days of the course.“Bonnett brought everything he had to the program,” said Captain Austin Caroll Keeley, the deputy director for the Recruiting School on Marine Corps Recruiting Depot San Diego and a fellow student in the seminar. “Being able to work with him in class has really brought together the core concepts of the MAGTF.” According to Lieutenant Colonel Eddie Utuk, the branch head for EWSBSP on Camp Pendleton, almost all of his peers agreed Bonnett is an exceptional student and Marine.“From a leadership standpoint, I asked the class commanders who had the most contact with the students, to nominate who they believed absolutely stood out from a tactical standpoint, and without a doubt they nominated Capt. Bonnet,” Utuk recalled. An example of this is when students were working together to draft an operations order. Bonnett was pulled out and was given the duty of building an air tasking order that would coordinate the movement of aviation assets in support of the ground combat element in a MAGTF.“It would be a large task for any ocer to tackle,” said Caroll Keelley. “But he was able to perform at one of the top levels that you’d expect of a Marine. He did so in a way that elevated the performance of those around him.” Bonnett’s passion to elevate Marines is fueled by his mentality. His goal is to stay focused on the things he can control. “I try hard and that’s really all I can control,” said Bonnett. e blended seminar students learn many components to leading MAGTFs. ese include developing the understanding from a tactical perspective of core MAGTF capabilities, mental and physical preparedness to be in positions of increased leadership across the MAGTF, as well as the moral preparation to be key roles in a MAGTF.Whether it be ying the F-35 or participating in programs like EWSBSP, Bonnett strives to put his best foot forward and hopes that eort will lead to success. “ From a leadership standpoint, I asked the class commanders who had the most contact with the students, to nominate who they believed absolutely stood out from a tactical standpoint, and without a doubt they nominated Capt. Bonnet.”

Page 16

Page 17

Page 18

18 | yellowsheet | www.ymcaa.orgLtCol Nicholas J. Lozar, the outgoing CO of MWSS-371, transfers the unit colors to incoming CO, LtCol Aaron C. Norwood during a change of command ceremony on MCAS Yuma, AZ, on 8 June 2021. During his remarks, Norwood emphasized the importance of the squadron’s current and future readiness, because support squadrons contribute to the implementation of Expeditionary Advanced Base Operations. PHOTO COURTESY: U.S. MARINE CORPSLtCol Jaret R. Rhinehart shakes hands with Col Brian T. Koch, CO of MAG-24 during MALS-24’s change of command ceremony, MCAS Kaneohe Bay, MCB HI, on 28 May 2021. LtCol Jaret R. Rhinehart relinquished command to LtCol Erica K. Mantz. PHOTO COURTESY: U.S. MARINE CORPSLtCol Kurt A. Boyd, the outgoing CO of MWSS-373 transfers the unit colors to incoming CO, LtCol David L. Tran during a change of command ceremony on MCAS Miramar, CA, on 10 June 2021. During his remarks, Col Scott M. Koltick, CO of MAG-11, highlighted the squadron’s wide range of skills and diverse capabilities, which allows the squadron to be ready at a moment’s notice. PHOTO COURTESY: U.S. MARINE CORPSSgtMaj Robert W. Ashby Jr., sergeant major of 3d LAAD Battalion, right, passes the colors to LtCol Michal Carlson, outgoing CO of 3d LAAD, during the squadrons change of command ceremony at MCB Camp Pendleton, CA, on 3 June 2021. PHOTO COURTESY: U.S. MARINE CORPS

Page 19

Page 20

Page 21

Spring 2021 | yellowsheet | 21CHRISTIAN FRANKLIN SCHILT, MOH“Four War Marine Aviator” BY SUZANNE POOL-CAMP During his summer o from his engineering classes at Rose Polytechnic Institute, Terra Haute, Indiana, Christian Franklin Schilt, better known as “Frank,” worked in Washington, D.C., as a clerk for Congressman Dr. John Foster. Perhaps the idea of joining the Marine Corps started as he sat in the oce looking out the window at the Marine Corps Band performing on the lawn. As the United States entered World War I in 1917, Schilt told Dr. Foster, “I’m going to enlist in the Marine Corps, because it was a pretty good outt.” Soon he left for St. Louis, Missouri, and enlisted on 23 June 1917, and from there, he headed to Parris Island, South Carolina, where the recruits had to carry buckets of oyster shells as part of tness training. His rst assignment was as an enlisted gunner with the 1st Marine Aeronautical Company, which deployed from Cape May, New Jersey, on 7 December 1917. On 22 January 1918, the Marines arrived at the Azores archipelago, a key location for passage of Allied shipping, although it was threatened by German submarines. e United States used Ponta Delgado, a municipality on Sao Miguel Island, as a harbor for ship maintenance. Schilt found to it to be “a beautiful place” where the people were good to them. e mission of the Marines in the Azores was to patrol from the skies for German submarines. “We saw a few and damaged a few with bombs,” Schilt recalled. ere he got some training in aviation, but he continued with more formal training in Miami, Florida, when he returned from the Azores islands. Recalling his rst experience ying in a Curtis JN-4 Jenny, he said, “I had no trouble—I soloed in less than four hours” mainly because “I had a great desire to y.” On 5 June 1919, he became aviator and was commission second lieutenant a few days later. When he was transferred to Quantico for further training, he started to y the DH4. In the early 1920s, Schilt recalled that the most dicult thing for a pilot was “nding a landing eld.” Without any radio in these aircraft, “you were ying by the seat of your pants.” Sometimes he would follow a railroad to get back to a possible landing site. “When I rst started ying, all we had was a magnetic compass, and that wasn’t too accurate.”Within a few months, he was ordered to join Aviation Squadron E of the Marine Aviation Forces in Haiti. Schilt became one of thousands of Marines who served in the so-called “Banana Wars” of Central America during the early 1920s and 30s. ey fought various guerilla groups in an attempt to maintain peace and stability for the local governments, as well as for American companies. In March “Schilt had a touch with airplanes few men attain.” —Major Allan Bevilaqua, from e Natural

Page 22

22 | yellowsheet | www.ymcaa.orgof 1920, he was transferred to the 2nd Brigade to perform an aerial survey of the Dominican Republic coastline. Over the next ve years, he was stationed at Quantico, with brief service in Pensacola and a three-month photographic course at Air Service Technical School at Chanute Field in Champaign County, Illinois. is training enabled him to return to Central America to make an aerial survey of Cuba and photograph the length of the east coast of Central America down to Panama. Schilt also took second place in the Schneider Cup Races for seaplane speed racing.Many of Schilt’s superior ocers and fellow aviators during his early years in aviation became life-long friends. He described General Geiger as a “a rough and ready go-getter.” With a chuckle, Schilt said that Geiger “sort of roughed me up, I am very proud of it.” Nevertheless, Schilt was “very fond of him,” and found him to be a “deep thinker.” Serving then as an engineering ocer, Schilt recalled how Geiger would order him to come to his oce and “sort of look at you as though he was going to give you hell.” Louis Woods, who later served as commanding ocer of the Cactus Air Force at Guadalcanal, was a “very good friend of mine—a very ne gentleman.” Schilt used to y several of the planes built by Chance Vought, who was a “very good friend.” Schilt served with some of the Marine yers who rst used dive or “glide” bombing. e tactic was created by Lieutenant Lawson H. Sanderson—who later served on Guadalcanal, and as a General, accepted the Japanese surrender of Wake Island with the assistance Second Lieutenant Frank I. Lamb, who left the Corps in 1920.In November 1927, Schilt deployed with the 2nd Brigade to Nicaragua under the command of Brigadier General Logan Feland. e mission of the Marine Observation Squadron 7 (VO-7M) was to deliver mail and communications. When ocials from Washington came down for an inspection, including the Commandant, they would y the ocials wherever they requested—in Schilt’s words: “It was a hell of a job.” e main mission was to support ground forces in their ght against the rebellion led by Augusto Sandino, and several times “we got them out of a pretty tight hole.” Operating from basic intelligence and signals given by ground forces, the aviators would locate the Sandino’s rebel forces and then bomb them or shoot them with machine guns from the air. e aviators also “hauled an enormous amount of food and ammunition to places up in the hills, because there were no railroads…and the only way to get stu up in the hills was by ox cart…” General Edward Craig, who served as a captain in Nicaragua, recalled years later that he was “always thankful for Marine aviation when I was in these isolated stations.” Each TOPNaval Aviators at Anacostia Naval Air Station, Washington, D.C., in front of a Curtiss F6C-1 (BuNo. A-6968) 1925, pictured from left to right: Lt George R. Henderson, USN; Lt Samuel P. Ginder, USN; Lt George T. Cuddihy, USN;Lt Junior Grade Alford J. Williams, USN; Lt James D. Barner, USN; 1stLt Ford O. Rogers, USMC; First Lieutenant Christian F. Schilt, USMC, andFirst Lieutenant Harmon J. Norton, USMC. PHOTO COURTESY: U.S. MARINE CORPSBOTTOMLt Christian Schilt received the Medal of Honor at the White House from President Calvin Coolidge in 1928. PHOTO COURTESY: U.S. MARINE CORPS

Page 23

Spring 2021 | yellowsheet | 23The President of the United States of America, in the name of Congress, takes pleasure in present the Medal of Honor toFIRST LIEUTENANT CHRISTIAN F. SCHILTUNITED STATES MARINE CORPSfor service as set forth in the followingCITATION:For extraordinary heroism while serving with Marine Observation Squadron 7/M (VO-7M) in action during the progress of an insurrection at Quilali, Nicaragua, 6, 7, and 8 January 1928, Lieutenant Schilt, then a member of a Marine Expedition which had suffered severe losses in killed and wounded, volunteered under almost impossible conditions to evacuate the wounded by air, and transport a relief commanding ofﬁcer to assume charge of a very serious situation. First Lieutenant Schilt bravely undertook this dangerous and important task and, by taking off a total of 10 times in the rough, rolling street of a partially burning village, under hostile infantry ﬁre on each occasion, succeeded in accomplishing his mission, thereby actually saving three lives, and bringing supplies and aid to others in desperate need.Medal of Honor, United States Navy and Marine Corps, 1919–1942. This version is called the “Tiffany Cross.” (U.S. Navy)In 1926, civil war broke out in Nicaragua. United States Marines were sent in to establish a protected sector for American citizens who were in the country (this is known as the Second Nicaraguan Campaign). First Lieutenant Schilt, a Naval Aviator since 1919, was assigned to an observation squadron at Managua in November 1927. On 6 January 1928, rebel soldiers ambushed to U.S. Marine patrols at the village of Quilali. The Marines were cut off, unable to be re-supplied or to havethewounded men evacuated. Lieutenant Schilt volunteered to ﬂy into the village and land on a road, carrying supplies and ﬂying the wounded men out. Conditions were difﬁcult, with low clouds, surrounding mountains and hostile gunﬁre on landing and takeoff.day a plane would come over to check to make sure all was well by prearranged signal panels. Planes also delivered the mail from Managua by means of drop sticks and could retrieve messages when necessary by use of the pickup poles and string. Craig laughed at the “perverted sense of humor” of the aviators, who would drop colored advertisements from magazines of cakes, puddings, and hams: “ey knew we yearned for such things and they were impossible to get in the Guardia,” referencing the units of the national constabulary called the Guardia Nacional de Nicaragua that the Marine ocers led. e incident which led to Schilt earning the Medal of Honor (MOH) started on 30 December 1927, when his squadron received an urgent message that a combined Marine-Guardia patrol had been surrounded by over four hundred “bandits” at Quilali, a small village near the Honduran border. During the re-ght, 2 ocers and 22 enlisted Marines were wounded, most of whom needed medical evacuation. Since there wasn’t a nearby aireld, the aviators dropped tools—pick axes and shovels—so an area could be cleared for a landing strip. It took three days to clear only 500 feet, with the one sides of the eld ending in a 2,000 foot precipice. Major Ross Rowell assigned First Lieutenant Schilt to rescue the wounded Marines. During his rst trip on 6 January 1928, he took out the wounded Captain Richard Livingston, and on the return trip, from the village of Ocotal, Schilt brought in Livingston’s replacement, Captain Roger Peard—all while he was being shot at by the rebel forces. e trip between Quilali and Ocotal, the closest safe landing eld, took about 35 to 45 minutes. In three days, he made over ten trips during which he delivered over a thousand pounds of food, ammunition, and medical supplies and evacuated 16 Marines. Flying through thick cloud covering, he skillfully operated his Corsair O2U single engine two-seater aircraft. Unfortunately, on this particular Corsair O2U, the brakes did not function properly. With each landing in the rough eld, Schilt had to rely on Marines on the ground to stop the plane by taking hold of the wings; before take-o, they would hold the plane back while Schilt revved the engine.

Page 24

Page 25

Page 26

26 | yellowsheet | www.ymcaa.orgWhen Schilt was informed that he would be awarded the MOH, he recalled that he was “tickled to death.” What he liked best about it was that he got leave “to go home, to see my girl.” On 9 June 1928, he was invited to the presentation ceremony on the lawn of the White House: “ere was a battalion of Marines out there and old ‘Silent Cal’—President Coolidge—presented the thing. I stepped front and center and stood before the President. He said, ‘Turn around just a little so they can get a picture. I congratulate you for this feat.’” After a few weeks of leave, Schilt returned to Nicaragua for another 15-month tour. Flying the celebrated Spirit of St. Louis, Charles Lindbergh visited Nicaragua during his tour of Central and South America. On 5 January 1928, he had landed in the capital city of Managua. He said, “the aireld was well marked with a number of Marine planes along the north side.” e people of Managua and the Marines gave him “a warm welcome.” Years later, Schilt recalled how Lindbergh “spent the night with us in Nicaragua.” On 11 February 1929, Lindbergh returned to Nicaragua, this time ying a Sikorsky S-40, as a technical consultant for Pan American Airways (Pan Am). Later that day, Schilt served as co-pilot with Lindbergh as they ew the Sikorsky to Belize, and from there, on to Havana. He told Schilt that the new airline company needed a pilot for their Key West to Panama route. After a trip to visit Pan Am executives in New York, Schilt took a three-month leave from the Corps and “ran that thing and got it going.” Although he liked the extra pay of $1,000 per month, he decided to return to the Marine Corps. From 1930 to June 1932, Schilt was the chief test pilot in Philadelphia for the Naval Air Corps. He found it fascinating to y a variety of seaplanes, ghters, observation, and transport planes. From June 1932 to July 1933, he enrolled in the Company Ocers Course at Quantico, Virginia. en he trained at Air Corps Tactical School at Maxwell Air Force Base in Montgomery, Alabama. For the next four years, Schilt served as the sta air ocer for Fleet Marine Force at Quantico. After being promoted to captain, his mission was training new pilots at Marine Corps Air Station St. omas, U.S. Virgin Islands, in preparation for war from June 1938 to 1940. After which, he headed back to Quantico to nish the senior course. Switching from being a student to an instructor, Schilt next served as operations ocer for 1st Marine Air Group and trained young aviators for combat duty.In May 1941, he was assigned as U.S. assistant Naval Air Attaché in London, England. For the next three months, he visited aviation bases in England and Scotland to observe British air tactics. He enjoyed this assignment and found the Brits to be very cooperative and demonstrated their use of radar and classied tactics. Upon his return to Washington, he was debriefed by top ocials about his assessment of allied preparedness for war. Within a week after the attack on Pearl Harbor, Schilt and the 1st Marine Aircraft Wing (MAW) went to Naval Air Station (NAS) North Island in San Diego, California, to continue training and be prepared to leave on short notice. Soon, they departed for Honolulu, On 24 Nov 1926, a conﬁdent Lt Schilt poses with his seaplane. PHOTO COURTESY: MAJ JACK ELLIOTT, USMC (RET)From left, Sgt B.F. Belcher, Capt J.E. Davis, Lt C.F. Schilt, and Sgt H.H. Dogan stand in front of a Loening OL-2 amphibian. These Marines took part in a surveying mission photographing the northern coast of Cuba in 1927. PHOTO COURTESY: U.S. MARINE CORPS

Page 27

Spring 2021 | yellowsheet | 27then to Noumea, New Caledonia, and in September 1942, to Guadalcanal, where Schilt, now at the rank of colonel, served as Assistant Chief of Sta for the Wing. He became the commander of MAG-11 at Espiritu Santo in March of 1943, and subsequently became Chief of Sta of the Wing. As the commander of Strike and Search Patrol at the Solomon Islands from April to July 1943, he received the Legion of Merit. In September of 1943, he returned to the States to take command of MCAS Cherry Point, North Carolina. Schilt assumed command of the 9th MAW from April to June 1943. Schilt left Cherry Point in February of 1945 to become commanding ocer at the island of Peleliu in the Palau archipelago. Because Japanese forces were still active on some of the Palau islands, such as Babelthuap and Angaur, Marine aviators were still patrolling the area. Even on Peleliu, Schilt recalled that there were still Japanese troops in hiding, and sometimes they would get into the Marines’ supplies. In August, he was appointed commanding ocer of Air Defense Command, and became commander of 2nd MAW on Okinawa, Japan, in October, where he stayed until March of 1946.He returned to “the nest duty I ever had,” as Schilt described his next tour of duty, as commander of Marine Air Reserve Training Command (MARTC) Headquarters (HQ) at NAS Glenview in Illinois. “It was something new. You could see from day-to-day the improvements of the organization.” Most of the pilots were veterans, but some new people.” It was a three-year tour. When he received his second star as Lieutenant General, he became Chief of Sta of FMF Atlantic in August of 1949. By 1951 and during the Korean War, Schilt was commanding general of the 1st MAW. eir mission was to support the 1st Marine Division. “e Air Force controlled all aircraft,” Schilt recalled, “But we had no trouble. e feeling we had for the Air Force, and they for us I think, was always one of give and take.” On the birthday of the Marine Corps that year, Schilt led a strike force of 85 planes against the North Koreans. In April of 1952, Schilt became the deputy commander of FMF, Pacic under General Franklin Hart at Pearl Harbor, Hawaii. ey got along very well, and even their families spent time together. e Hawaiian people were very friendly, and there were nice quarters for Schilt and his family—his wife Elizabeth and four daughters and two sons.Schilt’s next duty station was at MCAS El Toro in California, where he was commanding general of Aircraft-FMF, Pacic and assigned the mission of training aviators for combat. His nal tour of duty was at Headquarters Marine Corps as Director of Aviation at the rank of lieutenant general. e problem he faced was “getting the people trained,” because a lot of them did not re-enlist. Very seldom were they up to full strength for combat units.When asked how he viewed his 40 years of service in the Marine Corps, Schilt replied, “I loved it, every bit of it. I was very proud of being a Marine. I enjoyed all of my service, any place where they sent me, I enjoyed every bit of it, and I was proud to be a Marine aviator or a naval aviator in the MC, you might say. I have no complaint[s] whatsoever.” Schilt was promoted to general and retired at age 62 and settled with his family in Norfolk, Virginia. He died on 8 January 1987, at the age of 91 and is buried in Arlington National Cemetery.e Marine Corps Aviation Association continues to honor Lieutenant General Schilt’s legacy through ourDarden-Schilt Squadron in Norfolk, Virginia. e squadron holds annual charity golf tournaments, PME and networking events, and supports other Marine-focused organizations. If you are local to the VirginiaBeach or Norfolk area, you can join the squadron through our MCAA HQ website (www.ymcaa.org) and select the Darden-Schilt Squadron on the dropdown.The approach and departure to the “runway” at Quilali was challenging to say the least. Nestled in the valley of the Chipote Mountain with an elevation of 3,832 feet, this airstrip allowed little margin for error. PHOTO COURTESY: U.S. MARINE CORPS

Page 28

Page 29

Page 30

30 | yellowsheet | www.ymcaa.orgOperations SOUTHERN WATCH and NORTHERN WATCH In addition to Iraq’s deﬁance of U.N. mandates, there was a long-standing and near universal assumption that Iraq possessed or at least planned to manufacture weapons of mass destruction. On top of it all, Iraq was assumed to support Islamic terrorism. The United States, still suffering a black eye from 9/11, was hardly in the mood to tolerate the perpetuation of an outlaw regime led by a vicious dictator who consistently thumbed his nose at the rest of the world. Marines at the squadron level began hearing rumors of operations against Iraq in mid-2002, planning at high levels had been on-going for months.A key difference with the Persian Gulf War was that there was no rush to war. Central Command had months to develop a plan for an Iraq invasion, and operators had months to prepare tactically. Leaders of I MEF who went to war in 2003 in Iraq were I MEF’s Commanding General, Lieutenant General James T. Conway; 1st Marine Division (1st MarDiv) commander, Major General James N. Mattis; and 3rd MAW commander, Major General James F. Amos. Known as the “three Jims,” they beneﬁted from a positive personal relationship and a mutual understanding of how to ﬁght this war. Source: Patricia D. Saint’s 23 Days to Baghdad: U.S. Marine Aviation Combat Element in Iraq, 2003(Quantico: History Division United States Marine Corps, 2015, p. 156)3D MAW Recap — 19 March to 13 May 2003Key Forward Operating Bases

Page 31

Spring 2021 | yellowsheet | 31General Mattis, fresh from command of Task Force 58 in Afghanistan, had relied on his aviation element to conduct a long-range amphibious assault followed by a rapid take-down of Kandahar. Recalling that his call sign was, “Chaos,” he understood and appreciated aviation’s signicance to support a dynamic and uid style of warfare. He declared that his division in OIF would be the most “air-centric” division the Marine Corps has ever fought with.1 General Amos, the 1st MAW’s commander, was determined to make that happen. e Central Command war plan for the Iraq invasion (1003V), developed over the course of 2002, called for a two-pronged attack into Iraq from Kuwait. e Army’s 3d Infantry Division (3d ID) was to make the main thrust toward Baghdad. Its avenue of approach was from the west—the open desert. e 1st MarDiv would support the main eort from the 3d ID’s eastern ank. e Marines would drive up through Iraq’s fertile crescent, the Euphrates and Tigris River valleys. is was considered “the obvious” and most direct way to Baghdad.2 e Marine attack was meant to be a diversion to draw attention away from the Army’s attack coming out of the west. e 1st MarDiv with three regiments, or regimental combat teams (RCTs), would attack north to An Nasiriyah, then RCT-1 would split to the east to Al Kut and x and hold the Baghdad Division in place so that it could not fall back to Baghdad and reinforce Baghdad’s defenses. At the same time, RCT-5 and -7 would continue up Highway 1 to Al Diwaniyah, and then bend back east to rendezvous with RCT-1 on Highway 6 southeast of Baghdad. e 1st MarDiv would also meet the Army’s 3d ID south of Baghdad for a unied attack on the capital. Altogether for the Marines, it was a 400-mile drive from the start to Baghdad. A subsequent mission to subdue and secure Tikrit added 100 miles to the Marines’ OIF-I war.3 Task Force Tarawa, a brigade sized force from the 2d MarDiv, was to advance to an-Nasiriyah then assume responsibility for the security of Southern Iraq. Assisting in this task was the 1 United Kingdom (UK) Division (Armored) which was attached to I MEF. Its role was to seize and secure the important port city of Basrah. e 1 UK Division would be reinforced by the 15th Marine Expeditionary Unit (15th MEU).4 To protect the Marine’s eastern ank was the job of the 3rd MAW. Its mission was interdicting Iraqi military units in eastern Iraq. Although Iraqi units were positioned to resist an invasion beginning at the Kuwait/Iraq border, planners believed that the main ght would be in Baghdad. Around and in Baghdad were four divisions of elite Republican Guards, and the elite of the elite: the Special Republican Guard. Baghdad was also where the last of Sadaam’s once highly regarded air defense system still had bite. e Baghdad LtGen James T. Conway, CG I MEF in OIF gives a motivational speech before 3D MAW Marines. PHOTO COURTESY: U. S. MARINE CORPS, VMFA-251MajGen James N. Mattis, CG 1st Marine Division shares a lighthearted moment with Col Steve A. Hummer at Camp Coyote, Kuwait before the onset of OIF. PHOTO COURTESY: U.S. MARINE CORPS, SGT PAUL L. ANSTINE IIMajGen James F. Amos, CG 3D MAW in OIF poses before an ordnance-loaded F/A-18 strike/ﬁghter is about to ﬂy on a combat mission. PHOTO COURTESY: LTCOL T.C. CLARK, VMFA-251

Page 32

Page 33

Spring 2021 | yellowsheet | 33air defenses included numerous anti-aircraft guns and missiles that were believed to be poised and ready.5 Central Command planners advocated a war of rapid movement with the application of simultaneous lines of pressure on the enemy with air power, conventional ground operations, and special operations. e theme was “shock and awe” to achieve rapid and total dominance, confuse the enemy, get inside his “OODA Loop” and break his will to ght.6 e recent success the United States had in Afghanistan inuenced planners. Here, aviation supported relatively small contingents of ground forces and friendly nationals. Dominance was achieved in short order. It was not an air campaign in the traditional sense. Precision weapons allowed minimal bombing. Maximum utility was reached when tactical aviation was coordinated with ground forces that pressured the enemy into exposing himself. Forward air controllers (FACs) or joint tactical air controllers (JTACs) then directed precision strikes on the ushed-out Taliban or Al-Qaeda. Afghanistan was a theater-wide application of combined arms warfare, a style of war of which Marines were familiar. is form of air power was the Marines’ strong suit since it was in fact combined arms warfare, the integration of air and ground power, which was something Marines had been doing since the Banana Wars.7erefore, as the plan developed, a minimal pre-invasion air campaign was decided upon, unlike in previous battles when extensively employed air ordnance softened-up the enemy. It must be remembered, however, that a low-intensity air campaign had been waged for years in Operations Northern and Southern Watch. Inuential people in the Bush Administration, such as Secretary of Defense Donald H. Rumsfeld and others, did not believe the political situation in Iraq warranted a lengthy air campaign; they believed that Iraq was ripe for regime change, as its military was a shadow of its pre-1990 glory, and the Iraqi people would welcome coalition troops as liberators. Because of these factors only a short air campaign, less than two days, was planned. PREPARING TO FIGHT Marines began planning in early 2002 for a war in Iraq. In organizing 3rd MAW for war, however, Major General Amos and his assistant wing commander, Brigadier General Terry G. Robling, made innovations that t the “shock and awe” war plan (Central Command Operation Plan 1003V or “Cobra II”) to ensure that aviation was well integrated into the 1st MarDiv operations. To support rapid movement, it was vitally important to forward base aviation so that it was as responsive and exible as possible. Leadership called on Marine Wing Support Group 37 (MWSG-37) and Marine Air Control Group 38 (MACG-38) to displace forward, o major air bases, and operate close behind Marine regiments pressing toward Baghdad. ey would operate from forward operating bases (FOBs) and forward area refueling and points (FARPs) that would be quickly carved out by wing support detachments. Command and control of aviation was made light and mobile through computerization that allowed Marines to communicate through internet chat. In addition, the aviation command and control structure was expanded. Marines put air support elements, mini-direct air support centers (DASCs) and liaison teams with all battalions as a matter of course. For OIF-I however, an additional 16 FACs were sprinkled throughout I MEF’s infantry units. 8 A system of leap-frogging FARPs ensured that helicopters—and in some cases AV-8Bs and KC-130s—had access to fuel, ordnance, and light maintenance without having to y back to the main base. is gave them the ability to operate forward with the troops for days at a time. e main DASC remained with the 1st MarDiv command post. An airborne DASC in a KC-130 operated over the Marine zone to enhance communication with helicopters ying at low levels.9 As the Marine Air Group 11 (MAG-11) commander Colonel Randolph Alles asserted, “they [MACG-38, MWSG-37] were the champions in making sure the Wing could execute its mission.”10 At the war’s conclusion, Conway remarked that leaders of other services were impressed with I MEF’s “blitzkrieg” like assault through Iraq, noting that, “they were particularly impressed with the direct air support that we were able to get on a continuing basis,” and the ability of the 3rd MAW command and control system to use strike aircraft of all services, not just Marine, to strike targets in the Marine zone.11 ird MAW was also assigned a distinct mission of isolating and neutralizing Iraqi formations well east of I MEF’s line of advance toward Baghdad. In this, 3rd MAW functioned as a separate maneuver element.12 is was a rare assignment and had been part of the invasion plan developed in 2002 by the former I MEF commander, General Michael W. Hagee.13 Improving air-ground integration, for Marines, was a small issue compared to allowing Marines to ght doctrinally, i.e. as a combined arms team with its organic air intact instead of coming under coalition or USAF control.14 Command and control of Marine aviation in joint operations, historically a sensitive if not fractious issue, proved much less so in OIF I.15 During their Afghanistan experience in 2001 and 2002, Marines found that Lieutenant General T. Michael “Buzz” Moseley, USAF, the combined forces air component commander (CFACC), allowed Marines to ght doctrinally. Personal relationships mattered. In this case, Moseley and Marine Forces Pacic commander, Lieutenant General Earl B. Hailston had been friends since attending a joint service school together. Additionally, General Tommy Franks, Commander, U.S. Central Command, had held regular commanders’ conferences where service leaders met and hashed out issues. Nevertheless, Marine leaders were concerned about aviation command and control for OIF. A break-through, or “touchdown,” meeting occurred when Marines and Air Force leaders came to an agreement. is occurred in the fall of 2002, when Hailston and I MEF leaders met with Moseley. In the meeting as Marines “postured” to defend the air-ground team against Air Force incursions, Moseley said, “Stop!” and proceeded to make it clear

Page 34

Page 35

Spring 2021 | yellowsheet | 35that as the CFACC, he owned all of the airspace in the area of operations, and he would “ght tooth and nail to keep it.” ere would be no “bubble” over the Marine zone, meaning that Marines would not have a separate piece of airspace over their troops. However, he declared that Marine ground forces would have access to every bit of the Marine air component “tool kit.” He intended to allow Marines to ght doctrinally, as an air-ground team, but within the CFACC’s command and control system, an arrangement called, “purple haze.”16 Purple haze meant that the Marines would in eect use the air space in their zone so that they could operationally control 3rd MAW aircraft and indeed any aircraft in the Marine zone, but it would not be a Marine-only area. Moseley was good as his word. Of the approximately 300 daily sorties Marines of 3rd MAW ew—at most 20 on any one day—were CFACC sorties. In sum, 90-95 percent of 3rd MAW sorties were in support of I MEF. After Baghdad fell and Marine ground combat operations ceased, 3rd MAW’s sorties dropped by one-half and at least one-third of those were CFACC missions.17 e Marines and Air Force traded sorties to t the needs of each. For example, early into the war, Moseley asked for F/A-18s to support a strategic strike up north. Although hesitant, Amos agreed to the request. Amos recalled that about an hour later, “My battle captain came in.18 He said hey, ‘we just got a call from the CFACC’s headquarters…they’re giving us a hundred A-10 sorties tomorrow to make up for the 18 F-18s.’ I said, ‘You’ve got to be kidding.’ He said, ‘No, you can use them however you want.’ We ended up getting a hundred A-10 sorties every day for about two weeks. e A-10 pilots loved working with us, because they were right down there with the grunts, and an A-10 pilot is [the Air Force equivalent of a] grunt.”19 To facilitate a smoothly functioning command and control system, a number of Marine liaison ocers were assigned to work inside the CFACC’s air command and control apparatus. is included in the nerve center of air command and control, the coalition air operations center (CAOC). General Amos recalled: “We chose our very best colonel [Colonel Martin “Wiley” Post] and put him down next to Buzz Moseley and we gave him a sta of about 15 primo ocers. And Moseley began to understand our capabilities.”20 Post found Moseley supportive of Marine aviation: “ere were no doctrinal issues between the big Air Force and big Marine Corps. ere were a lot of handshakes that had been done prior to the war and during the execution, it just worked. General Moseley set the tone.”21Amos also selected four battle captains, Colonels Jerey A. White, Raymond C. Fox, Mark D. Mahaey, and William W. Grien Jr. to assist with day to day operations in the 3rd MAW’s control center Tactical Air Command Center (TACC). ey smoothed the integration between 3rd MAW and the CFACC. ese were top notch aviation ocers with proven track records of combat leadership and operational savvy. ey oversaw Marine inputs to the CFACC’s air tasking order (ATO) also, and as their turn came to supervise in the TACC, it coincided with the ATO that they had developed. Amos remarked on how the battle captains were employed: “ey made the decisions, quite frankly, to prosecute current operations…in line with my commander’s intent. One of my greatest satisfactions was turning them loose to ght the current ops ght for me, and allowing myself and the assistant wing commander, Brigadier General Robling, to sit back and go into future plans to look out for the next segment of the battle.”22e Air Force allowed adaptations to the daily ight schedule, the ATO, to allow Marines to adjust their missions to suit an ever-changing ground combat situation. It also gave I MEF all-important unity of command. e Air Force did not get in the middle of the MEF leaders’ decision loop. is produced an operationally nimble air wing.23 Colonel Martin Post, the Marine liaison at the CAOC, described how this worked: “e ATO was done, I mean it was about to be released. But [with] the relationship you had between the ground and air commander on the Marine Corps side, it was ‘hey, things change.’ We [3rd MAW] could…turn things very quickly.”24 Major General Amos characterized the ATO as: “a very uid ATO inside an ATO.”25 Ultimately the 3rd MAW and Air Force relationship was mutually satisfactory. Amos attested, “ere was not one time when there were any problems between the CFACC and Marine aviation.”26DEPLOYING As plans solidied at the end of 2002 and with war with Iraq increasingly possible, Marines planned on deploying I MEF. It would be composed of the 1st MarDiv and the 2d Marine Expeditionary Brigade (MEB), which became Task Force Tarawa, as the ground combat elements, 1st Force Service Support Group was the logistic element. e I MEF aviation combat element was 3rd MAW. ird MAW deployed approximately the size of the 3rd MAW that deployed for DESERT STORM, 15,000 Marines and 435 aircraft, 31 ying squadrons (or parts thereof) and supporting units.27 is made up nearly one-fourth of the 1,801 coalition aircraft assembled to ght Sadaam.28 Although most support came from 3rd MAW, 2nd MAW also made a substantial contribution, and some 1st MAW Marines were tapped to support I MEF. Reservists were called upon in great numbers to bolster 3rd MAW.29 It included two xed-wing air groups. Marine Aircraft Groups 11 (MAG-11) and MAG-13. Colonel Randolph D. “Tex” “ There were no doctrinal issues between the big Air Force and big Marine Corps. There were a lot of handshakes that had been done prior to the war and during the execution, it just worked. General Moseley set the tone.”

Page 36

36 | yellowsheet | www.ymcaa.orgAlles commanded MAG-11, which was composed of ve F/A-18 squadrons: Marine All-Weather Fighter Attack Squadron 121 (VMFA(AW)-121)), -225, -533; Marine Fighter Attack Squadron 232 , and -251; and also KC-130s and EA-6Bs. e KC-130s of Marine Aerial Refueler Squadron 352 (VMGR-352) augmented by KC-130s from Reserve squadrons VMGR-234 and VM-452 were based at Bahrain and known as the “Hercules Air Group” or “HAG.” Another nuance were the Marine Tactical Electronic Warfare Squadrons 1 and 2 (VMAQ-1 and -2) that brought the only land-based airborne tactical electronic warfare to the ght. Electronic warfare support was considered essential for all air missions, therefore, these squadrons were tasked directly by the CFACC and based at Prince Sultan Air Base in Saudi Arabia. ey supported the coalition air war by jamming both enemy air defense systems and “enemy ground communications with noise jamming and psychological warfare wave les.”30 Colonel Mark R. Saverese commanded the other xed-wing aircraft group, MAG-13. It was composed solely of AV-8B Harriers from ve squadrons. Four were ship-based squadrons: Marine Attack Squadron 211 (VMA-211 and -311) ; and VMA-223 and-542 based on two amphibious ships called “Harrier carriers.” e “Black Sheep” squadron, VMA-214, was land-based at al-Jaber.ree rotary-wing groups deployed. MAG-16, commanded by Colonel Stuart L. Knoll, was composed of Medium Helicopter Squadron 163 (HMM-163), and Heavy Helicopter Squadron 462 (HMH-462) and -465. MAG-29, the second rotary-wing group sailed from the east coast as part of the 2d MEB and was commanded by Colonel Robert E. “Boomer” Milstead, Jr. MAG-29 was composed of HMM-162 and -365, HMH-464, and HMLA-269. HMLA-269 had been bolstered by seven AH-1Ws, two UH-1Ns and 36 Marines from sister squadron HMLA-167. Colonel Richard W. Spencer commanded MAG-39 the third rotary-wing air group, which was composed of HMLAs-169, -267, and -369 and HMM-268 and -364. e Wing supporting organizations went to war too. In support of logistics and maintenance were Marine Aviation Logistic Squadron 11 (MALS-11) -13, -14, -16, -29, and -39 attached to their same-numbered air groups.31 To facilitate aircraft maintenance and logistics across a large battle space where aviation units were far-ung, the 3rd MAW established an aviation logistics center as part of the 3rd MAW TACC. e aviation logistics center tracked aircraft operational status, maintenance needs (fuel stocks, replacement parts, equipment, etc.) and got resources where they were needed to support aircraft maintenance.32 MWSG-37, commanded by Colonel Michael C. Anderson, incorporated ve Marine wing support squadrons: MWSS-271, -272, -371, -372, and -373. ese organizations operated airelds, both the large bases in the rear (al-Jaber and Ali al-Salem), and the FARPs and FOBs that sprung up close behind Marine regiments on the move toward Baghdad. MACG-38, commanded by Colonel Ronnell R. McFarland, provided the command and control for 3rd MAW and interfaced with the CFACC system.33 Marine Corps units began deploying as early as October 2002 to Kuwait, ostensibly for training. After the training ended, however, a core of Marines remained behind. ey laid the groundwork to bring in the 80,000-Marine I MEF, that owed in from December to January 2003.34 ird MAW aircraft, personnel, and equipment arrived by a variety of means. Two amphibious task forces of seven ships each departed ports on the east and west coast bearing troops, equipment and aircraft, which included most of the Marine Corps’ complement of rotary-wing aircraft and four of the ve Harrier squadrons that deployed to the Persian Gulf. Other helicopters moved to the Persian Gulf on civilian, contracted fast sealift ships. e Hornet, Prowlers, KC-130s, and the Harriers of VMA-214, self-deployed, meaning they ew from their U.S. bases into theater. Eleven maritime pre-positioned ships docked at Kuwait’s port and equipment for I MEF was ooaded to include most of the 3rd MAW’s ground support equipment, while the U.S. Air Force Air Mobility Command carried troops, equipment, cargo, and some aircraft into Kuwait. ird MAW “ooaded three ammunition ships that carried 29.1 million pounds of aviation ordnance, which was one of the largest stockpiles ever recorded.”35 Compared to the deployment to the Persian Gulf in 1990 for DESERT SHIELD this deployment for the Marines was a well-choreographed ballet. e Assistant Wing Commander, Brigadier General Terry G. Robling who had arrived on 3 January to oversee the unloading of materials and 3rd MAW buildup, remarked: “e planners allotted a 60-to-90 day ow for the time-phased force BGen Terry Robling served as the assistant 3D MAW commander in OIF. He later commanded III MEF. Here he speaks to III MEF family readiness ofﬁcers in 2010. PHOTO COURTESY: U.S. MARINE CORPS, CPL AARON D. HOSTUTLER; DOD PHOTO

Page 37

Spring 2021 | yellowsheet | 37movement of cargo and personnel. However, 3rd MAW logisticians exceeded our expectations. ey received and unloaded our ships in about 45 days. It was unprecedented.”36 As in the Gulf War, the two T-AVB (aviation logistics ships), USNS Curtiss, and USNS Wright, deployed to Kuwait. ey served as intermediate maintenance activities aoat o the coast of Kuwait. ese ships provided working and living spaces for Marines of logistics squadrons who repaired aircraft components and were a oating parts supply depot. e six logistics squadrons were consolidated at al Jaber, Kuwait into an enhanced MALS-11 and at Ali al-Salem, Kuwait an enhanced MALS-39. ese two squadrons were the “hubs of the maintenance activities while the T-AVB ships were spokes in the chain that provided supply and maintenance to bases once the war began.”37 e Afghanistan experience had proven the practicality of commercial carriers as a means to get aircraft replacement parts into theater. DHL and Federal Express provided the same service in OIF and ew parts and supplies directly into al-Jaber and Ali al-Salem and thus supplemented the military airlift.While the bulk of 3rd MAW’s aircraft were based ashore four squadrons of AV-8B Harriers Marine Attack Squadron 211 (MAG-211) -311, -223, and -542 were carrier-based on the amphibious ships, USS Bataan (LHD-5) and USS Bon Homme Richard (LHD 6). e Harrier Carrier concept was a rare, although not unprecedented concept. e original Harrier Carrier38 was the USS Nassau

Page 38

Page 39

(LHA 4) embarked with VMA-542 and -231 for a 1981 Mediterranean cruise. Ten years later, Nassau carried twenty Harriers of VMA-331 in the Gulf War from which they ew upwards of 60 sorties per day in the waning days of DESERT STORM.39 In OIF I, however, the four squadrons on the Harrier Carriers were prime players from the beginning and ew a large percentage of the 3rd MAW total sorties from their carriers which were able to position 48 strike aircraft only 20 miles from Kuwait City.40 e main Marine air bases were al Jaber for xed-wing and Ali al Salem for rotary-wing, both in Kuwait. Veteran aviators were familiar with these locations as they had bombed them in the Gulf War. Some of the hangars still had bomb holes in them.41 is was prime property considering the dearth of airelds available. By early January 2003, 3rd MAW-supporting organizations began arriving to prepare operating airelds for squadrons which were to arrive in short order. Although the two main Marine air bases were functionally modern airelds, MWSG-37 and U.S. Navy Seabees, nevertheless, had to make extensive modications and additions to support the large inux of aircraft, equipment and personnel. At al-Jaber, the Seabees laid the most expansive single piece of concrete they had put down since World War II for aircraft parking and taxiways. Additionally, AM-2 matting was laid in great abundance at various bases for aircraft operating surfaces. Marines built huge tent cities, thousands at the varied bases, most had hard oors and frames, for living, work and maintenance. In many cases, squadrons arrived before their living and work-spaces were completed in which case they assisted in their completion. Furniture was build-your-own from snatched-up lumber. “Comfort trailers” were provided for showers and basic hygiene. Although conditions were austere and sparse, there were no complaints. Marines were fully cognizant of the relative luxurious conditions of al Jaber compared to their brethren Marines on the move in Iraq with the 1st MarDiv and Task Force Tarawa.42 Shaikh-Isa at Bahrain served as the Marine KC-130 base, but throughout, detachments also ew from a forward base, Joe Foss Aireld. It had been carved out of the desert near the Kuwait-Iraq border by MWSS-272 and Seabees. For an expeditionary aireld, Joe Foss Aireld was substantial. It boasted two watered-down, packed tight, 6,000-foot dirt runways and associated taxiways, ramps, workspaces and a tent city. Two runways allowed one to be repaired while the other was in operation. It served the nearby logistics base and a medical facility at Camp Coyote. e rapid creation of Joe Foss Aireld, as in the case of Lonesome Dove in the Gulf War, again displayed the extraordinary capacity of Seabees and Marine support squadrons to build expeditionary airelds on a moment’s notice.43 Spring 2021 | yellowsheet | 39

Page 40

40 | yellowsheet | www.ymcaa.orgoperation Iraqi freedom (part one) Endnotes1. Col Patricia D. Saint, “Aviation Marines in Iraq 2003”, unpubl. ms., 2010 (U.S. Marine Corps History Division, Quantico, VA), p. 12; Col Nicholas E. Reynolds, U.S. Marines in Iraq, 2003: Basrah, Baghdad and Beyond (Washington, D.C.: History Division, United States Marine Corps, 2007), p. 42. 2. Reynolds, pp. 33-35; Saint, pp. 32-34. 3. Reynolds, p. 77. 4. Reynolds, pp. 35-36. 5. Reynolds, pp. 38-39. 6. e OODA Loop was a concept developed by U.S. Air Force ghter pilot and visionary, Col John Boyd. Developing a philosophy of war based on success in aerial combat, he surmised that one defeated one’s enemy by getting inside the enemy’s OODA Loop, or the process of making decisions and acting on that decision. O=observe, O=orient, D=decide, A=act). Boyd was extremely popular among Marine doctrine developers and had a signicant inuence on Marine Corps concepts about maneuver and distributed operations. 7. Reynolds, pp. 17-18, 23. 8. Saint, pp. 59-61. Normal allotment of forward air controllers was two per battalion. 9. Saint, pp. 79-80. 10. LtGen Michael A. Hough and sta intvw with Fred Allison, 29Jan04, sound recording and summary (Oral HistColl, History Division, Quantico, VA), hereafter Hough sta intvw. Sta ocers included: BGen Stan T. Helland, Col Randy D. Alles, Col Garry W. Lewis, LtCol Pierre C. Garant, LtCol Jerey A. Aivaz, Col Marty Post.11. LtGen James T. Conway intvw with Maj John Piedmont, 21Jun & 5Jul05, transcript, p. 9, 14 (Oral HistColl, History Division, Quantico, VA), hereafter Conway intvws. 12. Saint, pp. 12-13. 13. Gen Michael W. Hagee intvw with Fred Allison, 29Nov05, transcript, pp.18-20 (Oral HistColl, History Division, Quantico, VA); hereafter Hagee intvw. 14. Reynolds, pp. 17-19. 15. Marines had lost control of their tactical aviation in both the Korean and Vietnam Wars when the Air Force demanded that all aviation come under their command and control, a centralized system of air control in which the Air Force determined what missions all aircraft, regardless of service, would y. 16. Jay A. Stout, Hammer From Above,” (New York: Ballantine Books, 2005), pp. xiii-xiv. is comes from the Foreword for the book written by Moseley; Hagee intvw, pp. 12-14; Maj Richard K. Hilberer intvw with Fred Allison, 23Mar05, sound recording and summary (Oral HistColl, History Division, Quantico, VA), hereafter Hilberer intvw; Maj Richard K. Hilberer, Capts John C. Barry and Dawn N. Ellis, “Go Ugly, Early,” Marine Corps Gazette, May05, pp. 29-30; Robling to Allison and Saint, pp. 16-17; Wathen. A critical dierence that made this agreement easier to implement in OIF was that unlike in DESERT STORM, there was very little pre-invasion bombardment before Marine riemen went across the border. It was dicult for Marine leaders in DESERT STORM to justify keeping their aircraft when Marine troops were not engaged. Nevertheless, “Buzz” Moseley was certainly willing to allow I MEF to ght as a Marine air-ground task force inside “his” airspace. 17. 3d MAW ComdC 1Jan-30Jun03, (Gray Research Center, Quantico, VA), pt. 2, pp. 37-55; Saint, pp. 64-65, 212. 18. A battle captain was an ocer of proven capability and with a specialized knowledge of aviation operations that assisted in the 3d MAW’s command center. 19. LtGen James F. Amos intvw with Col Patricia Saint, 20Jun07, transcript, pp. 40-41 (Oral HistColl, History Division, Quantico, VA), hereafter Amos to Saint intvw. 20. Amos to Saint intvw, pp. 39-41. 21. Hough sta intvw. 22. MajGen James F. Amos intvw with Col Charles J. Quilter and LtCol Michael Visconage, 16May03, transcript, pp. 33-35 (Oral HistColl, History Division, Quantico, VA), hereafter Amos to Quilter and Visconage intvw; Saint, pp. 140-141. e battle captains were Cols Jerey A. White, Raymond C. Fox, Mark D. Mahaey and William W. Grien Jr. 23. e 3d MAW’s inputs to the ATO were not required until 18 hours prior. e CFACC then integrated the 3d MAW plan with the overall coalition’s and published the ATO 12 hours later, only six hours prior to its implementation and allowed nal changes all along.24. Hough sta intvw.25. LtCol Michael B. Parkyn intvw with Col Charles J. Quilter, 15May03, transcript, pp. 7-14 (Oral HistColl, History Division, Quantico, VA), hereafter Parkyn intvw; Amos to Quilter and Visconage, pp. 16-17, 37. 26. Amos to Quilter and Visconage intvw, pp. 15-16. 27. Saint, pp. 171-172. 28. Alexander M. Wathen, “e Miracle of Operation Iraqi Freedom,” 4Oct05, Air and Spacepower Journal, Chronicles On Line, 4 Oct 05. 29. Maj omas W. Crecca, United States Marine Corps Reserve Operations: 11 September 2001 to November 2003, (New Orleans: U.S. Marine Forces Reserve, 2005), p. 82. Crecca notes that 48% of the Marine reserve component was activated for OIF.30. VMAQ-1 ComdC, 1Jan-30Jun03 (Gray Research Center, Quantico, VA), pt.4, Itm 14. 31. Saint, p. 72. 32. Saint, p. 123. 33. Reynolds, pp. 171-173. 34. Visconage and Harris, p. 11. 35. Saint, p. 94. 36. Saint, p. 95. 37. Saint, p. 72. 38. Harrier Carrier meaning carrying more than one squadron.39. Cindy Rodriguez, Michael Manzer Jr., Shawn Lobree, Jon Dachos, “Harrier Carriers Perform in Iraqi Freedom, Proceedings, Feb04, pp. 32-33. 40. Maj Samuel C. Schooleld email to author, 9Aug07, author’s les (Gray Research Center, Quantico, VA). is location was about 200 miles closer to Iraq than any big deck (CV or CVN) carrier.41. BGen Terry G. Robling intvw with Fred Allison and Col Pat Saint, 30Nov06, transcript, pp. 11-12 (Oral HistColl, History Division, Quantico, VA), hereafter Robling to Allison and Saint intvw. 42. Visconage and Harris, p. 32; Saint, pp. 51-52; Robling to Allison and Saint, pp. 11-12. 43. Saint, pp. 99-101. Command & Sta, MWSG-37, “No FARP Too Far,” Marine Corps Gazette, Dec03, pp.25, hereafter Command & Sta, MWSG-37.

Page 41

NEWmembersDONATIONSMaj Michael AndersonMGySgt Christopher ArmstrongLtCol John BaconMaj Daniel BaikMaj Joshua C. ChrismonCol Cory M. CunninghamCpl Ralph A. DiVirgilioMr. Steven K. DixonMr. Michael D. EvansLtCol Brandon GaudrenDr. Hannah GroomWelcome New Members1stLt Ryan HannaMaj Scott W. HarrisSgtMaj Terry L. JessipMr. Robb P. ManseldCapt Demetrios G. Marinides1stLt Joseph P. McFarlandMr. Anthony C. MeeksMaj Matthew NorburgCapt Almart H. OlsenCol Mark T. PalmerCol omas PecinaMr. Kristian Pfeier1stLt Elisabeth PittsLtCol Jason W. PotterLtCol John D. RudzisLtCol Douglas SeichCapt Nick Stewart1stLt Michael T. UsozMaj Edwin J. WhitemanLtCol Rod WilsonMr. Michael Patrick YunkerDonations in Memory of / in Honor ofBGen Bruce B. ByrumIn Memory ofCol Charlie CarrCol Paul CroisetiereIn Memory of Stewart O. GoldDr. Mary Amanda DrewIn Memory ofCol Elkin S. DrewMaj Merle C. EgletIn Memory ofLtGen Chuck Pitman and LtCol Stoney MayockCol Dennis D JacksonIn Memory ofCapt Jack ConsolvoMr. Christopher KernIn Memory of Capt Chuck BuirgeCol Glenn M. KlassaIn Memory ofCapt Jake WiebeCol Edward KufeldtIn Memory of LtGen William J. WhiteCol David L. PercyIn Memory of Col Tom Williams and LtCol Jean GruhlerCol Bronson W. SweeneyIn Memory ofCol Francis J. Cuddy, Jr.Mr. Paul F. WilliamsIn Memory ofCapt Kenneth E. StrayhornSpring 2021 | yellowsheet | 41Wing Level — $1,000 & aboveCapt Robert O. MeyerGroup Level — $500 – $999Maj Merle C. EgletCol Glenn M. KlassaCol Klaas Van EsselstynSquadron Level — $100 – $499BGen Bruce B. ByrumCol Paul CroisetiereCol Dennis D. JacksonMr. Christopher KernCol Edward KufeldtMr. Charles H. LeairdStory MusgraveCol David L. PercyCol Bronson W. SweeneyLtCol John W. ViglioneDivision Level — $25 – $99Col Michael R. CatheyDr. Mary Amanda DrewLtCol Barry R. FetzerCol James M. MutterLtCol Ron W. RuescherCol Eric J. SteidlMr. Paul F. Williams$10LtCol Walter Lobo

Page 42

Page 43

Page 44

Page 45

Spring 2021 | yellowsheet | 45In 1982, as an A-4M squadron pilot in Cherry Point, it was our turn to bring our airplanes along. Our route would be Cherry Point, North Carolina, to El Toro, California, then Kaneohe Bay, Hawaii, Wake Island, Guam, and nally Iwakuni, Japan. Years later, planners would omit Guam and y directly from Wake Island to Japan; but for our May TRANSPAC—as it was aectionately named—we would do all ve legs sitting in one of the smallest airplanes in the inventory. e rst three legs to Wake island were each about 2,400 miles, or about 6 hours each. Even with fuel tanks hanging from the wings, the airplanes could not get that far without refueling; plus, the A-4 only had a Tactical Air Navigation System (TACAN) to assist us in navigation. Since TACAN required transmitting stations along the way to tell us where we were, and TACAN Stations were only on dry land, we needed a bit of help crossing the ocean. erefore, our 18 airplanes were led by a Marine Corps C-9, which could navigate across oceans, and were met numerous times on the way by KC-130 refuelers to rell our tanks. Also, as the A-4 only has one engine, should that engine fail, the C-9 communications systems were necessary to initiate ocean search and rescue. Needless to say, a TRANSPAC evolution was no small task. It was big enough to require a TRANSPAC Team, run by a TRANSPAC coordinator. In May of 1982, our coordinator was Lieutenant Colonel Ray Bright, also known aectionately as “e Emperor of Wake,” presumably because of the amount of time he had to spend on that tiny island throughout his tour. e colonel would send us o from each location and be waiting for us at our next stop upon our arrival. Not sure how he did that; I guess he ew on the C-9, but each time we saw him, it seemed as if he was staying well past our departure, and when we arrived, he acted like he’d been there for days waiting for us. To a young captain, he was impressive in style and manner, and to a young captain, a TRANSPAC was one of the coolest events ever experienced.First on the “haven’t done that” list was traveling in ights of eight airplanes. Flying in a large formation o of the wing of a DC-9 was ripe for photos. Of course, taking pictures while ying an A-4 is a mean feat. To say the A-4 was a small airplane was a bit of an understatement. e “Scooter”—aka: “Tiny Fighter,” “ Tinker Toy,” “Kiddiecar,” “Bantam Bomber,” and “Heinemann’s Hot Rod”(in honor of its designer)—barely permitted a human in the cockpit, much less anything else. Pilots with a chest size of greater than 48” needed a waiver to y it, out of concerns that they might lose body-parts, should they need to eject. Plus, the airplane did not have an autopilot, so one ew it from takeo chocks-to-chocks, without exception. Taking a picture while ying, therefore, took a tremendous amount of skill and ingenuity. is was especially true if one actually wanted to have anything Animal puts the ﬁnal touches on the monument.

Page 46

46 | yellowsheet | www.ymcaa.orgwithin the frame of the camera, while not colliding with other airplanes. With practice, keeping a loose formation with the rest of the squadron became possible, while operating the controls with one’s knees, while looking through the viewnder. Meanwhile, the other pilots were also interacting with one of the many other items smuggled aboard, such as lunch box, piddle pack, or helmet bag. Watching a pilot exit the airplane after a ight and emptying the cockpit was akin to watching an egress from a clown car at the circus. Of course, we gured out how to eat, drink, piddle, shoot pictures, and whatever else was required during six hours of solitary and close connement. But, I digress.On 14 May 1982, Marine Attack Squadron 331 (VMA-331) ocially started its deployment to the Western Pacic, with eight A-4Ms rolling for takeo from MCAS Cherry Point shortly after sunrise. We’d arrive at El Toro in late morning, stay there a couple of days, then be o for Hawaii. It didn’t hurt that each destination promised good weather, sunny beaches, and novel entertainment. Arriving on Guam on the 28th, we were now ready to get to our new digs in Iwakuni, with one last leg to go. We waited three days for the rest of the squadron to catch up to us before went through the process “one last time.” e early wake-up, weather and ight briefs, long hours in the cockpit interrupted by the occasional aerial refueling, then to the mainland. is last leg of the trip was relatively short; it was only about 1,600 miles. We had one scheduled refueling, and with such a short leg, it was almost unnecessary. But the weather was marginal at our destination, so it would be good to have plenty of gas when we arrived in the area. We launched in sections of two and rendezvoused with the C-9 and the rest of the ight. Only three and a half hours to “home,” with nothing but blue water below us. What could possibly go wrong?! About 90 minutes into the ight, I was ying o of my lead and to the right side of the C-9, when something suddenly seemed dierent. Since I was looking left to keep everyone in view, I naturally reacted back to the instruments to nd that the engine oil light was on. Although our A-4Ms were updated versions of the original Skyhawks, some of our systems, including the engine oil warning system, were part of the original 1950s design. An illuminated light was supposed to warn the pilot that there was only 20% of the existing oil remaining, but for most of us, an illuminated light meant that the system was malfunctioning. Although seeing the light come on in ight was not common, what was common was that it rarely meant that anything was wrong, other that the warning system malfunctioning. e best way to conrm this was to have another airplane come by and “look me over” to see if there was any sign of leakage or other issues. So I called my lead over for a quick look. I watched Captain Guy “Animal” Barr pull up to my left wing, fully expecting him to look on that side then swing under and behind me to the right side for a similar inspection. Instead, he just stayed on my left side for much too long. “Bubba,” he called to me on the radio, “you have oil all over the left side of your airplane.”Well, crap. When the oil is gone, the engine dies. My mind suppressed the instant panic, as I tried to sort out options. We still had a couple of hours to Iwakuni, with nothing but ocean between it and me. Guam was 90 minutes behind us with much of the same view. I scrambled for my map to review the prebriefed alternates, when the pilot of the C-9 came up on the radio to announce that my alternate was Iwo Jima, some 100 miles north, just a bit right of our current course. at didn’t sound so bad, although I was doing the quick math: “If I lost 80% of my oil in the last 90 minutes, that means I run out of oil in…” Whatever the answer I came up with, I needed to land soon. Covering 100 miles takes about 15 minutes, so I didn’t have much time to waste. As I peeled o to a northerly heading towards Iwo, the squadron commanding ocer, Lieutenant Colonel Larry “Black” Adkinson directed Animal to escort me there. O we went, watching the C-9 and other squadron mates fade o to the west. e island of Iwo Jima is well known to many of us, at least historically. e closer I got to the island, the more I stated looking forward to being able to land there, as if it were a mecca that I was nally being allowed to visit. During the morning pre-ight brief, the aireld on Iwo Jima was mentioned as a viable alternative, with a couple of caveats: First, the already short 6,000 foot runway was under construction (our SOP said to use 8,000 foot runways or longer). As a result, we should expect less than 5,000 feet of useful concrete. Second, the Japanese Defense Force garrison on the island discouraged visitors. In 1982, Iwo Jima was still ocially part of the Tokyo city limits, as designated by the Emperor late during World War II to further motivate its defenders at the time to repel any attacking force. e island aireld was now open for emergencies, but that was about it. I guessed that I qualied as an emergency and resolved that we could gure out any issues once I landed. For those of you who are unfamiliar with Iwo Jima, it resembles an exclamation point, lying west to east, with Mount Suribachi being the dot of the exclamation point and sitting at the islands west end. Per the punctuation analogy, the island widened to the east before falling into the ocean with some high clis. e runway also runs east/west, so a landing approach from the west tracks just north and alongside of Mount Suribachi before touching down. Animal and I had remained at altitude en route to the island, not only to save gas, but also to give me some options if the engine seized. e NATOPS directed the pilot to eject rather than attempt an engine-out landing, should the situation arise; not sure I really was planning on dead-sticking a amed-out A-4 onto a runway that still was part of Tokyo, but at least I could glide to a spot closer to civilization, prior to parachuting into the sea. We kept our northerly heading with the hopes of getting the island in sight. After what seemed a lot longer than 15 minutes, we spotted Iwo Jima, and timed the descent to enter a “precautionary approach” glide slope, which is steeper than normal and at a higher speed. is would allow for a quick pull-up to eject if the engine failed shortly before landing. We established contact with the tower; apparently, Colonel Bright (in the

Page 47

Spring 2021 | yellowsheet | 47C-9) had warned the Iwo controllers of our pending arrival, as they were hardly surprised when I contacted them for permission to land. Now all I had to do was convert from a “high and fast, coming down all the way” (as a landing signal ocer would phrase it) and land on a runway with half of the recommended useful length. At rst, I wasn’t too concerned about the short eld ahead of me, since the A-4M had a drag chute installed just above the engine tail pipe for short-eld ops. However, the limitation on the drag chute was ten knots of crosswind; anything stronger might cause the airplane to ip onto one wing with chute deployment or uncontrollably depart the runway. Iwo was reporting a 15 knot crosswind from the north, with gusts to 20 knots, so it was going to have to be just me and the wheel brakes. e Skyhawk has a relatively unique way of counteracting crosswinds: e pilot is supposed to bank into the crosswind, while maintaining course with opposite rudder input. is causes the runway to appear in the side panel of the front windscreen while the airplane is “tipped over” and makes for a very uncomfortable approach and touchdown. If done right, one ends up landing on one wheel and ying it that way, until the airplane slows enough to allow the other wheel to touch down. roughout my career, I experienced tricky crosswind landings in a two-seat TA-4 with someone in the back who was unfamiliar with airplane. I have heard since that they wanted to kiss the ground upon egress, thinking that they would never survive the landing. My approach at Iwo conrmed that the winds were denitely not down the runway.e tires hit the runway as close as I dared to the start of the concrete; the construction barriers a half a mile in front of me already started growing in size at an alarming rate. My feet found superpower strength, as I slammed the brake pedals through the rewall. I felt like Fred Flintstone with my feet shoving against the runway. Animal patiently circled above, waiting to see what carnage I might create; I wondered if he had his camera ready? In my mind, the airplane stopped short of the boundary between concrete and gravel piles and bulldozers by a few centimeters. In reality, it probably wasn’t that close. To this day, I wonder if I have the record for shortest landing roll without parachute or arresting gear? I cleared the runway, feeling that telltale, “ka-thump, ka-thump,” indicating that I had most denitely bulls-eyed my tires (shredded the rubber down to the metal ply); oh well, if someone needed to bring us a new engine, adding two main tires to the repair parts list seemed to be trivial. I did notice that once clear of the runway, the windsock showed that the wind had aligned much more to the runway direction, so although the approach was dicey, my landing may not have needed to be as dramatic as I made it. I let Animal know that his chute could probably be of use, which he used, and made a perfectly normal landing. I now realized that my ruined tires would probably cost me a few beers for both my ight lead and the expected ground crew when they arrived. I was already concocting a believable story Animal and I were honored to pay tribute to Iwo Marines by restoring the dilapidated monument.

Page 48

48 | yellowsheet | www.ymcaa.orgof bad quality workmanship at the Goodyear Tire Factory as root cause of my problems.As we taxied clear of the runway, I was not surprised to see a number of ground crew running to meet us. ough I was surprised that they were not particularly happy to see us. Apparently, as we later discovered, we had arrived just prior to a large contingent of Japanese mainland media, who were planned to report on the state of the island 38 years after the epic battle for the island. What we also learned was that the island still was part of the Tokyo city limits, as a result of an edict from the Emperor in 1945 to further motivate his troops in defending the island from the American assault. So the last thing the locals wanted was for their Press to see American airplanes parked on the ramp when the transport arrived from Tokyo. We were swiftly and courteously guided to a nearby hangar where we deplaned, only to witness our two A-4s being immediately towed into the hangar behind closing doors.e ground crew then proceeded to soap the windows to ensure that no one would see any evidence of us. I expected to get arrested at that point. In the middle of the eorts to hide us, the one plane captain who ran the tow tractor was doing all he could to make us feel better, despite the chilly reception. Hugely demonstrative in his actions, he made everyone aware of his authority as the tractor driver and guardian of our airplanes. He understood no English, and only partly reacted to our terrible attempts with the Japanese language (we had learned to order beer and ask for the bathroom during our previous Iwakuni tours). We quickly named our captor “Belushi,” as he resembled John Belushi’s Samurai Warrior character in Saturday Night Live skits. For the time that we “stayed” there, “Belushi” was our guide, guard, and maintenance supervisor, monitoring our every move at the aireld and ensuring that we stayed out of site…all with the eternal smile and rapid head-nod, despite what we said or did. Behind Belushi’s façade, it was obvious that the local Japanese Defense Force (JDF) did not know what to do about us. To put this in context: in 1983, few Americans had visited the island since the war, not much had been done as far as development on the island, and other than removal of bodies and some equipment, much of the island was as it had been left at the end of the war. We were kept in the hangar for about an hour, until I was directed to a telephone to discover a Coast Guard Duty Ocer on the other end of the line. I had no idea how the Coast Guard could get hold of us so quickly and why they were even involved. e duty ocer asked if we were injured and needed any help—as if he could do anything from wherever he might be calling from! It turns out he could do a lot, as he was part of a garrison that was stang a LORAN C Station on the northeastern tip of the island…who knew? e JDF nally had a solution: Hide us at the LORAN Station until the mainland reporters left, then x our planes, and move us along. We were whisked away to the Coast Guard Outpost and received a pretty warm welcome; they apparently didn’t get a lot of visitors. Between a good meal, a few beers, a movie projected on a bed sheet, and a comfortable barracks bed, we had all we could ask for, except for the “killer rats” in the barracks…As Animal and I were settling into our bunkbeds, we kept hearing the sound of tiny feet running along the steam pipes above us. I was in the lower bunk and could hear something small running along the rail on the wall next to me. is lasted a few nanoseconds, when we both bolted out of bed and icked on the lights. Nothing. No evidence of anything or anyone. OK, so back to bed, lights out. e same noises. is sequence repeated My “adult supervision?”Our temporary hangar.

Page 49

Spring 2021 | yellowsheet | 49a number of times until we both became too tired to care and resigned ourselves that we might be eaten while we slept. e next morning, we awoke for breakfast and must have looked pretty tired and harassed. Our “Coasty” brethren asked about our night, and we regaled them about our brush with wild carnivores. Smiles appeared to the locals as they listened to us talk about our in-depth plans to discover and catch the rabid vermin. Apparently, we were new to the island. I was asked if I had ever heard of a gecko. Being from near New York City, I responded that I had not, but I hope they didn’t feed o of human skin. It’s always nice to be the brunt of the “tough Marines taking on lizards at night” story. Subsequent evenings were much more peaceful.Day two of our marooning was much more productive. Animal and I were given a windshield-less and rooess vehicle to get around and lost no time attempting to tour the battleeld. We found numerous caves and were immediately impressed with how uncomfortable the surroundings were. e minute we went underground, the overwhelming sulfur stench and heat from the volcanic vents made us crave being outside. Although much had been cleaned up, there was still a ton of evidence of a erce battle. Gas masks, helmets, supply boxes, and other artifacts were to be found just about everywhere. We rapidly became aware of the hallowed ground upon which we stood. When we arrived at the invasion beach, I was immediately impressed with how hard it was to walk on and dig into the volcanic sand. When trying to dig a hole with my hand, the sand lled in behind my hand much like water lling in behind an oar. e six-foot berm some yards inland was a perfect obstacle from clearing the beach. Mount Suribachi towered over the beach from the west, and it was easy to see how overlapping elds of re would cover the ground once the berm was cleared. We were compelled to silence with the thought of what had happened here just 38 years earlier.Finally, we scaled Mount Suribachi in our sawed-o Land Rover. Reaching the top was exhilarating, emotional, and awe-inspiring. First, scaling the mountain on foot would have been daunting; the road we used was obviously made after the battle. Next, once at the peak, you could see the island in its entirety. Truly, controlling the high ground was important here. Looking out over the island, one is easily consumed, again, by the battle. Twenty-Seven Medals of Honor were awarded for gallantry at this place. Some 110,000 Marines and Sailors fought here over a ve-week period, with nearly 7,000 of making the ultimate sacrice. From the top of the mountain, looking down, it was impossible to visualize so many military personnel on this small island of less than eight square miles. We stood there in silence for the longest time, attempting to absorb the stories, memories, erceness, and death. O to the south, we found two monuments at the peak: One for the Japanese who had died during the battle and the other monument was a tribute to the American Marines who had fought there. e Japanese memorial was a polished marble obelisk, not unlike a miniature Washington Monument, with an inscription in Kanji down the face. Contrarily, the Marine memorial was constructed out of cinder block with the famous Admiral Nimitz quote inscribed on its face: “Among the Americans who served on Iwo Jima, uncommon valor was a common virtue.” We were immediately outraged at the state of disrepair of the memorial, especially in light of the well-polished obelisk standing next to it. Speeding back to the Coast Guard Station, we procured paint and brushes, reclimbed Suribachi, and went to work. I felt like I was reclaiming Belushi keeping a watchful eye on us.

Page 50

50 | yellowsheet | www.ymcaa.orghistory and defending the Marine Corps from the elements. I realize that in the many years since our visit, the island has become much more public, and the monuments have probably improved. But for us, it was as if we had found a once proud memorial that was left unnoticed and subject to the abrasively sulphuric elements. It seemed wrong to allow the decay to continue. As much as we wanted to continue to absorb the history of the island, by the next day, a Marine C-130 had arrived with a new engine, new tires (ahem), and a small crew to install the new parts. Belushi was beside himself playing host to this new crowd of fellow maintainers. e engine went in without a hitch, we did a quick post-maintenance check ight, and were cleared to depart to Iwakuni to reunite with our squadron. As the refueling truck was topping us o, and we were preparing to leave for the “mainland,” Belushi approached us with his eternal smile and attempted to say something to us in English. He was obviously intent on getting something across to us of grave importance, but it wasn’t getting through. Ultimately, we realized what we wanted, was he painfully tried to pronounce the words “low pass.” Belushi wanted his own private airshow upon our departure.Soon enough, we were taxiing to the runway and took one last look at Mount Suribachi, the island, and young Belushi saluting us smartly. I refuse to discuss whether he got his low y-by. As we all know, it would have been against the rules to do so, and I can’t believe that anyone would be so arrogant as to try one of those. But I did discover that one can travel the length of the island (from west to east) in less than 20 seconds if they y fast enough and at a low enough altitude to track the beginning and end of the run.

Page 51

Spring 2021 | yellowsheet | 512021 Skyhawker ReunionGold Coast Hotel and Casino, 4000 W. Flamingo Road, Las Vegas, NV, 89103.How to Register: To get these rates ($30/nite Sunday thru Thursday and pop up to $60/nite Friday and Saturday nites), you need to refer to being part of the USMC Skyhawker Reunion, Reservation ID: ASK1C11. Without this ID, you will NOT get our special rate whether you reserve online or on the phone. To reserve online, go to the hotel website at www.goldcoastcasino.com/groups or call the hotel’s Room Reservations Department direct at 888-402-6278. Note: The online form for reservations will not execute if you use ‘auto-ﬁll’! Type all entriesRoom Rates: For the reunion they will be $30/night Sunday thru Thursday and pop up to $60/night Friday and Saturday nights. A county room tax of 13.38% will be added each nite. And ﬁnally, a (lower than average for Vegas) Resort Fee of $25.99, plus tax, per room per day will also be added to your room charges. All in all, expect to be paying a total of about $70-$102 for each room night, still quite reasonable. The reunion is also receiving free hotel parking, valet (tips appreciated), surface and/or garage.Deposit: First night’s room and tax will be charged at the time of booking. Note that your emailed hotel registration receipt will show the grand totals for your entire stay, not just the deposit.General Reunion Schedule (tentative): Thursday: Registration check in all day in Ballroom; Ready Room hospitality 13-1700. Welcome Reception 19-2300.Friday: Touring Day! We expect to proceed by bus to Nellis AFB for a Memorial Service at the base chapel 09-1030; followed by a tour of the Petting Zoo/Secret Gear Museum 1030-1200; lunch at O’Club 12-1330; Buses home for those desiring a shorter day; Visit to Draken International on the Nellis Flight Line 14-1600; buses home; mini-reunion squadron gatherings for dinner; Ready Room hospitality 20-2300. Draken, BTW, has an impressive mini air force on the Nellis ﬂight line…not the least of which are a dozen A-4’s (plus Mirages, Cheetahs and L-159’s, etc.)! Should be a great tour!Saturday: Optional tours as possible and desired; a trip out to Creech AFB where the USAF worldwide drone operations center is located; possible Las Vegas museums of interest--Mob Museum, Neon Museum, National Atomic Testing Museum, as well as unique formula racing, real bulldozing etc.; mini-reunion squadron gatherings for brunch/lunch; Ready Room hospitality 13-1700; Farewell dinner or reception (TBD) 19-2300.Sunday: Ready Room hospitality 10-1200, ﬁnal kiss-offs.The Distinguished Flying Cross Society Biennial Reunion Washington DC from 23-26 September 2021. The theme of the convention will be “Riders on the Storm — Desert Storm.” Desert Storm DFC recipients will be honored at the event, and appropriate honors will be rendered for their achievements at the Gala Banquet.Reﬂecting the Desert Storm theme, the speakers include DFC Society member General Richard Cody, USA (Ret), former Vice Chief of Staff of the U.S. Army, who led the ﬁrst night Apache helicopter strike that took out Iraqi early warning radars, and Lieutenant General David Deptula, USAF (Ret), the principal attack planner for the Desert Storm coalition air campaign. Two additional speakers will be Vice Admiral David Buss, USN (Ret) and Lieutenant Colonel Ted Herman, USMC (Ret), Both are DFC Society members who were awarded DFCs for Desert Storm missions. POC: Warren Eastman, weastman@dfcsociety.org, PH: 760-985-2810READ &initial

Page 52

52 | yellowsheet | www.ymcaa.orgBOOKreviewsOf all the people and events that characterize the U.S. military experience in Vietnam, especially that of U.S. Naval Aviation and its ight crews, one of the most consistently gut-wrenching accounts are the 1960s deployments of USS Oriskany (CVA-34) and its air wing, CVW-16. Even today, nearly 60 years later, those members of this fabled ship, air wing, and its story evoke such strong memories that, truth be told, it is dicult for the veterans, many now in their 80s, have trouble talking about their experiences, the missions, their shipmates and, of course, the catastrophic re that occurred on 26 October 1966, when so many of the ship’s company and air wing lost their lives under terrible circumstances that can only be described in one word: horric.Anyone who has written about Naval Aviation during the Vietnam War, myself included, cannot forget “Bloody Sixteen,” and the memories stamped on brains that will never forget them. is well-researched and detailed account of Oriskany’s 1965, 1966, and 1967 deployments begins with an equally well-thought-out introductory chapter with sections dealing with specic subjects such as what it took to ght a war in Southeast Asia (SEA) that the United States was unprepared for, various weapons and training, including particular aircraft types. ere is also a political synopsis as background of the war that is one of the best such descriptions I have seen, along with descriptions of North Vietnamese defenses against the growing U.S. campaign that developed into Rolling under, the major bombing campaign against North Vietnam’s facilities that supported their war against America.Peter Fey is a retired commander EA-6B Prowler ECMO (electronic countermeasures ocer) with considerable ight experience in other aircraft and is thus well-qualied to write this major work. His discussion of early events including the rst MiG kills and creation of Dixie Station and Yankee Station as the war evolved and the need for carriers and their air wings became more acute is also worthy of note. His book soon becomes a ne overall history of the Vietnam air war but he never loses focus of his treatment of the main subject of the experiences of the Oriskany and her brave, dedicated air wing and all who served in her.Fey describes how devastating the 1965 deployments were and the carriers and their squadron members. He mentions then-Lieutenant Bud Flagg, a U.S. Naval Academy graduate who ew Crusaders with VF-162 over North Vietnam and who had asked and received permission from “Peanuts” creator, Charles Schultz to use the “Snoopy” character in a squadron symbol. In Fey’s opinion, it was his move to increase squadron morale met with criticism from many aviators contesting the terrible losses is an interesting variation of the well-known story contrasts with what seems to be the popularity of the mascot on the vertical tails of the Hunter F-8Es.Flagg logged more than 3,000 hours in the Crusader, served many years in the Navy, eventually rising to two-star rank in the reserves as the high-time Crusader driver in both the F-8 and RF-8G, and squadron CO of VFP-206. He and his wife Dee were on American Flight 77 when 9/11 terrorists ew their heavily-loaded airliner into the Pentagon.After describing how devastating the 1965 deployment was for the carrier and its air wing squadron—the air wing commander, James Stockdale had been shot down and captured on 9 September, and several pilots and their aircraft had been also been lost—he also writes about early MiG encounters, Bloody Sixteen, The USS Oriskany and Air Wing 16 during the Vietnam War By Fey, Peter. Potomac Books, University of Nebraska Press, Lincoln, Nebraska. 2018. 393 pp. Ill. $32.95.

Page 53

Spring 2021 | yellowsheet | 53BOOK reviewsand goes on to describe the next two “O boat” deployments in 1966 and 1967. If there had been any thought that these succeeding cruises might have been easier, those hopes were soon dashed as losses continued, punctuated by the huge re on 26 October 1966, when more than 100 air wing aviators and ship’s company because of poor handling of ares by junior ship’s company sailors, and lack of personal breathing apparatus and exit passages that saw many air wing ocers trapped in their staterooms or in passageways outside their spaces. ere was also a growing shortage of ordnance, especially bombs, and Air Wing 16’s sorties were marked by launching aircraft with improper bombloads that often included very old bombs from Air Force sources from the Korean War of 1950-1953.Chapter 8, e Battle Increases, begins with a brief discussion of the eects of the intense POL campaign and the introduction of SA-2 SAMs, which allows former ECMO Fey to display his professional knowledge of ECM and its initial eect on the air war. It was also the time of growth of the enemy’s defenses that saw increases in SAM and AAA batteries along the ingress and egress routes that became too well-known by the North Vietnamese ground crews who learned how to pinpoint their targets with growing accuracy.Growing dissention in the Pentagon as the generals and admirals grew increasingly combative against Secretary of Defense Robert S. McNamara, a holdover from the previous Kennedy administration and a source of great distrust and misunderstanding as to how the conduct of the war should continue, certainly shows how and why the conict was not proceeding as planned. In turn, Secretary of Defense Robert McNamara made no secret of his mounting feelings about what he felt were his forces’ disability in winning the war. I must say, the entire situation reminds me of Adolf Hitler began distrusting his long-time associate and former ghter pilot and ace Hermann Goering, head of the Luftwae after the unsuccessful sequence of the Battle of Britain in the Fall of 1940 prevented the Nazi dictators ultimate plan to invade and conquer the stubborn island nation.North Vietnamese MiGs began making limited appearances during the 1965 cruise. Lt Flagg had caught sight of one but couldn’t get into an engagement with the MiG-17, whose pilot disappeared in a cloud and escaped further attention from the young American Crusader pilot. By the 1966 deployment, however, MiG activity had increased and now the aging little MiG-17’s threat was augmented by the world-class MiG-21 that was fast and maneuverable. North Korean “volunteers,” often ew Vietnamese MiG-17s and, according to some unocial sources occasionally their own MiG-21s.e Oriskany’s VF-162 F-8Es engaged several MiGs and often received as good as they got. On 14 July, the Hunters CO, the colorful Commander Dick Bellinger found himself the target of a dedicated MiG-17 pilot as they skipped over the rooftops of houses at high speed. e MiG’s three heavy cannon nally did their job and Bellinger had to eject 40 miles from Da Nang to be rescued by an Air Force helicopter. Two months later, on 9 October, the VF-162 skipper returned the compliment and bagged the rst MiG-21 kill by a Navy ghter pilot. Fey describes the growing MiG presence that was beginning to have more meaning for U.S. crews.Besides the more glamorous MiG engagements, Oriskany’s CVW-16’s light-attack A-4 squadrons were in the thick of the ghting and as a result, the air wing’s losses were equally terrible with appalling personal injuries, deaths and imprisonments that often resulted in incarceration and inhuman torture that went on for more than ve years, the stu of books, movies and soul-searching inquiries that lasted for years and for which there has yet to be a national remedy, if there will ever be one. Indeed, the numbers of injuries and deaths from American participation in the post-911 conicts in SWA nd a convenient partner in the memories of Vietnam. Peter Fey ends his book with a 14-page discussion of the experiences of POW in Vietnam, the men as well as their families who spent years for even the slightest word of their captured loved ones languishing away, some dying, in their cells somewhere in the enemy’s cities.His nal chapter “Because Our Fathers Lied” leaves concerned readers wondering at the expense of American experiences in Vietnam, not only in terms of nancial expense, but of the lingering personal emotional assessment of that long period in American history, and at the heart of the story is that of the Oriskany and its air wing, CVW-16. Highly recommended for veterans of those deployments as well as Americans of all ages and experiences who may still want to know more about the part of the Vietnam War.Commander Mersky is a long-time reviewer of books on American military aviation. He has written a regular column for Naval Aviation News since 1982 and has also written 17 books, most of which dealing with the American experience, especially that of U.S. Navy and Marine Corps ight crews. His magazine articles have appeared in several U.S. aviation publications, including Foundation. He received the 1998 Admiral Arthur Radford Award for excellence in writing about Naval Aviation.He was commissioned through AOCS in May 1968 and served in several reserve intelligence units as well as two tours with VFP-306, the Navy’s penultimate RF-8G unit as the squadron’s Air Intelligence Ocer, retiring with 23 years of active and reserve service. As a civilian, he was a writer then editor of Approach magazine for 16 years before retiring from the Naval Safety Center in 2000 with 32 years combined Federal service.

Page 54

54 | yellowsheet | www.ymcaa.orgA-4 Skyhawk vs North Vietnamese AAA North Vietnam 1964-72 BY Davies, Peter E., Osprey Publishing, 2020. Oxford, UK. 80 pp. Ill. $22.Number 104 in Osprey’s highly successful Duel series, this new book from prolic author Peter Davies is denitely one of his best. It showcases his ability to research and absorb history and facts, gures, and rst-person impressions into a highly readable history of its subject that could serve as one of the growing number of books on aviation during the Vietnam War. It is also one of the most technically complicated of this series’ books e book describes how the North Vietnamese used their array of various anti-aircraft guns, their development and dispersal around the North Vietnamese landscape. Included is how various U.S. Navy and Marine Corps A-4 squadrons and their pilots defended themselves against these dangerous ground-to-air weapons at the height of the long war. While the other defenders, namely the vaunted SA-2 and SA-3 surface-to-air missiles and the squadrons of MiGs, accounted for their share of losses of all Allied aircraft and crews, the various ak guns presented what was arguably the most consistently “productive” of the curtain of defense devised by the North Vietnamese, assisted by their Russian and Chinese advisors and sponsors.Davies account goes inside the North Vietnamese organizations, getting unique rst-person information on what it was like to confront an incoming raid of Navy Skyhawks, often preceded by Iron Hand A-4s armed with Shrike missiles and ECM-equipped EKA-3s, that also functioned as aerial tankers standing by to help struggling A-4 pilots low on fuel exiting the target area. And early on, EA-1F Spads that contributed their own valuable brand of ECM. So many dierent aircraft and their brave crews were part of the overall Skyhawk story over Vietnam. Many authors have tried to tell this story, including so much of the wide-ranging activities of all the communities, aircraft, ships, and dierent personalities that fought this long-lasting conict that in many ways, aected how we ght the same wars today.As he usually does, Mr. Davies has done a ne job pulling all of these threads together to weave that story into one multi-colored fabric supported by ne graphics and photos that have become so much of the traditional product we have come to expect from Osprey. It is once again ably supported by the series creator and editor, Mr. Tony Holmes who actually designed Osprey’s Duel, Aircraft of the Aces and Combat Aircraft series, which have sold thousands of copies world-wide and have gone to great lengths to tell the stories of these aircraft and their people ranging from the early years of aviation to the present day.

Page 55

Spring 2021 | yellowsheet | 55Readers who have seen several pre-WWII movies dealing with Naval Aviation such as the iconic color lm “Dive Bomber” (1941) or the black-and-white squadron epic “Flight Command” (1940), or who may have enjoyed building Monogram’s 1/32nd scale model of Al Williams’ Gulfhawk with its quirky prop-connected-to-retractable-landing-gear arrangement that denitely frustrated this reviewer’s attempts to assemble, will be familiar with Grumman’s denitive biplane naval ghters of the late 1930s, the F2F and the F3F before the U.S. military began giving ocial names to its aircraft.Retired Navy Captain Rich Dann has assembled a great collection of photos of the F3F and its predecessor, the F2F to create Number 112 in the highly successful Ginter Naval Fighters series. ere are still several kits available that feature these two aircraft available, and the book’s up-close detail photos as well as period shots of many squadron aircraft will satisfy most enthusiasts and modelers. I do wish there were more color photos or perhaps a few color proles that have become part of today’s aircraft and squadron biographies.Both aircraft served in the Navy and Marine Corps into the early 1940s, sometimes ying with the so-called “Neutrality Star” prominently displayed on their forward fuselages to defend against any possible encounters with potential enemy ghters before America’s entry into WWII after Pearl Harbor in December 1941. Although quickly withdrawn from frontline service, the F3F still served briey as advanced trainers in wartime gray and would make interesting subjects for the enterprising modeler, using a few photos supplied by Captain Dann in this new book.e two biplane ghters served in the heyday of the Navy’s complicated but denitely colorful period where naval aircraft displayed dierent bright colors on individual aircraft in a squadron to denote each aircraft’s position in formation as well as the identity of the pilot it was assigned to and to which carrier the particular aircraft was assigned. In its civilian “Gulfhawk” identity, the F3F was also well known in the late 1930s as the mount of Al Williams who ew it for a time in demonstrations as occasionally serving in various capacities and military assignments.Besides the usual squadron and aircraft information, the book closes with an assembly of various model kits in dierent scales that make up to these two aircraft, with the pride of place going to the F3F in both its Navy and Marine Corp colors and Gulfhawk identity.Denitely a worthwhile addition to the Naval Fighters series.Grumman F2F/F3F and Civilian Variants By Dann, Richard S. Steve Ginter, Simi Valley, California, 2020. 192 pp. Ill. $44.95.BOOK reviews

Page 56

TAPSsome gave allMGYSGT PERCY C. ALBRITTON, USMCR (RET), AGE 93, PENSACOLA, FL.An MCAA Life Member. In 1939, at the age of 14, he became an apprentice aircraft mechanic at NAS Pensacola. Two years later when the United States entered WWII, he enlisted in the Marine Corps serving as a mechanic and being stationed at NAS North Island, San Diego, CA. He also served in Korea and Vietnam. He became an enlisted ight crew member and was selected to train in the rst class of KC-130 Hercules ight engineers at the Lockheed factory in 1961. He then served during the Cuban Missile Crisis, where he worked as a KC-130 ight engineer to support the transport of Marines and supplies to NAS Guantanamo Bay, Cuba. In Vietnam, he worked in direct combat as the KC-130 ight engineer operating while under enemy re. He was awarded the Air Medal and the Combat Action Ribbon for his valiant eorts. He retired at the rank of master gunnery sergeant. After his retirement, he began a second career as a eld service representative for Lockheed’s GA division. As a eld service representative, he lived in Saudi Arabia, Malaysia, Algeria, Tunisia, Okinawa, Bolivia, and Peru—where he met his second wife, Rosa. With his two careers, Albritton worked in the aviation industry for over 47 years. He is preceded in death by his rst wife, Margaret, and is survived by his wife, Rosa, and his children. MAJ COLUMBUS P. CALVERT, USMC (RET), AGE 79, FOUNTAIN HILLS, AZ.An MCAA life Member. He was commissioned as an ocer in 1960, and earned his Wings of Gold. He was a dedicated member of the First Baptist Church of Fountain Hills, where he taught men’s Sunday school classes. He is survived by his wife, Linda, and their two sons, John, and Kevin. LTCOL ROBERT A. CHRISTY, USMC (RET), AGE 90, PALOS VERDI PENINSULA, CA.An MCAA Life Member. He was an ROTC candidate at Oregon State University, graduating with a degree in industrial engineering and meeting Janet, his wife of 62 years. He also attended Princeton University, earning a master’s degree in aeronautical engineering. He served with VMF-323, ying F-4 Phantoms, when the squadron deployed to protect the Taiwan Strait, and for his eorts, earned the Taiwan Medal of Freedom. He served two tours in Vietnam and was CO of VMF-314 in DaNang. He retired after 24 years. He was awarded the Bronze Star, the Presidential Unit Citation, and the National Defense Service Medal. He continued to be active in the aviation community and co-founded e Air Group. He was a member of the Society of Experimental Test Pilots and the Tailhook Association, and received the Wright Brothers’ Master Aviator Award after ying for 50 years without incident. He is preceded in death by his wife and survived by their children. LTCOL BOBBY L. COLEMAN, USMC (RET), AGE 83, KNOXVILLE , TN.He was in the Naval Enlisted Scientic Education Program and graduated from Vanderbilt University in 1961 with a degree in mathematics. He was commissioned and served two tours in Vietnam. He mainly ew the A-4 Skyhawk and the A-6 Intruder in 330 combat missions total. He received the Distinguished Flying Cross and 21 Air Medals for his eorts. He retired after 25 years of service. He continued his education and earned a master’s degree in math education as well as a PhD in education from the University of Tennessee in 1991. He became a tenured math and statistics professor (for 25 years) at Pellissippi State Technical Community College. He served as a deacon at Sevier Heights Baptist Church. He is survived by his wife, Emma Lue, and their daughters. MGYSGT ROBERT F. DUERDEN, USMC (RET), AGE 84, GREEN VALLEY, AZ.An MCAA Life Member. He graduated from Boston Trade High School in 1953 and enlisted in the Marine Corps Reserves. He was ordered to NAS Squantum, MA, to serve with VMF-217 as an F-4U Corsair aircraft mechanic and pilot. He was promoted to the rank of master gunnery sergeant in 1976, and he joined VMA-322 at NAS South Weymouth, MA, as the aircraft maintenance chief. In 1979, he received a Meritorious Service Award from the American Gas Association for rescuing four elderly women from a burning 56 | yellowsheet | www.ymcaa.org

Page 57

Spring 2021 | yellowsheet | 57TAPS some gave allhome. He retired from the Reserves after 32 years of service in 1985, and worked as the chief dispatcher for emergency services for Boston Gas, from which he retired in 1998. He and his wife relocated to AZ. He was preceded in death by his wife, Marie, and is survived by his sister. COL LORIN C. ELDRED, USMC (RET) AGE 87, SONOMA, CA. An MCAA Life Member. He graduated from the University of Wisconsin with a degree in agriculture and was commissioned in 1953. He met his wife, Kay, while in ight training at MCAS El Toro, CA. He and his family moved all over the country while he was in the service to include: CA, TX, SC, CO, to WA. He served on active duty for ten years, and then transitioned to serve in the Reserves for 20 years. In 1977, he accompanied Gen Alexander Haig to Germany for a NATO conference. After his service, he ew for United Airlines for 30 years. He is survived by his wife and three children.CAPT HARDY GATES, USMC (RET), AGE 90, SAN ANTONIO, TX.He enlisted in 1947 and was accepted for ight training in 1949. At the start of the Korean War, he was attending ight school at NAS Pensacola, FL, and proceeded on to NAAT Cabaniss Field in Corpus Christi, TX, where he met his wife, Betty. During his tour in Korea, Gates ew an F4U Corsair and provided close-air support for the ground troops. He left the service to attend college, but when the Vietnam War started, Gates rejoined as a warrant ocer focusing on helicopters. He ew over 4,000 helicopter ight hours during his tours in Vietnam, and he also served as a test project pilot for the CH-53 Sea Stallion. Serving He was stationed at Quantico, VA, serving with HMX-1 from 1969-73. He is preceded in death by his wife of 51 years and is survived by their four daughters. MGYSGT JERRY J. GOOCH, USMC (RET), AGE 71, GREAT MILLS, MD.He enlisted in the Marine Corps in 1968. After his time at boot camp at Parris Island, SC, he worked as a recruiter for several years before transitioning to focus on aircraft maintenance. He served at Marine Corps Headquarters, and then served as an aircraft maintenance chief at the Pentagon. He retired in March 1998. After his retirement, he continued to support the Marine Corps and the Navy by working at D. P. Associates. He is survived by his wife, Teresa, and their children.LTCOL RICHARD F. HEBERT, USMC (RET), AGE 89, GREENWICH, CT.An MCAA Life Member. He enlisted in the United States Navy in 1951 and was stationed at Naval Air Training Command in Pensacola, FL. He transitioned to the Marine Corps during ight school and became a Marine aviator. He served three tours in Vietnam and logged over 5,000 ight hours in over 27 dierent aircraft. He served as the executive ocer of H&MS-11 and helped form the group of TA-4F Skyhawk aircrew sub-unit called the “Playboys.” He eventually became the CO of H&MS-11. He received the Legion of Merit with Combat V and the Navy Commendation Medal for his service. He is survived by his ancé, Diane, his children, and grandchildren.LTCOL PAUL L. HITCHCOCK, USMC (RET), AGE 98, RALEIGH, NC. An MCAA Life Member. He joined the Marine Corps and served in World War II, the Korean War, and Vietnam War. He is preceded in death by his wife, Ursula, and survived by his children.LTCOL JONATHAN E. INGERSOLL, USMC (RET), SAN DIEGO, CA. An MCAA Life Member. He was a Professor at Yale University. CAPT GEORGE E. JOHNSON, USMCR, AGE 92, SCARBOROUGH, ME.An MCAA Life Member. He was commissioned and served in World War II and in Korea. He became one of the rst helicopter pilots working for the state of Maine. He served as a ranger and pilot for the Maine Forest Service. He is survived by his wife, Ann, and their children.COL PHILIP L. JOHNSON, USMC (RET), AGE 81, RANCHO PALOS VERDES, CA.An MCAA Life Member. He was one of the four Black students to enroll in Princeton University’s undergraduate school in 1957, graduating with a degree in Sociology in 1961. He served his rst tour in Vietnam from 1965-66 as a helicopter pilot and his second tour from 1968-69 ying the KC-130 Hercules. He joined the Marine Corps Reserve in 1970 and attended law school at University of Southern California at the same time. He graduated from law school in 1973 and started a legal career focusing on civil litigation specializing in aviation defense, product liability, and general insurance defense. He stayed in the Reserves until 1979. He retired from practicing law in 2018. He is survived by his wife, Kathy, and their two children. CAPT WILLIAM KRETZSCHMAR, USMC (RET), AGE 82, CARY, NC. He was commissioned as an ofcer of the Marine Corps in 1960. He served as an aviator and specialized in ying the Sikorsky H-34 helicopter, the A-4 Skyhawk, and A-6 Intruder. He served two tours in Vietnam and was awarded a Silver Star when he served with VMA(AW)-533. He retired from the Marine Corps at the rank of captain. He ew for American Airlines for the next 30 years. He also volunteered at the Raleigh-Durham Airport United Service Organization to support the Marine Corps and other service members. He was a regular contributor of The Yellow Sheet. He is survived by his wife, Janet, and their children and grandchildren.MAJGEN RICHARD A. KUCI, USMC (RET), AGE 89, SIGNAL MOUNTAIN, TN.An MCAA Life Member. He attended Washington and Jefferson College in Washington, D.C., and then enlisted in the Marine Corps in 1951. A year later, he was commissioned as an ofcer. He started as a xed-winged pilot and instructor before transitioning to ying helicopters. As a major, he served in Vietnam in 1966 with HMM-361. He earned a Silver Star for leading his unescorted ight team to an unsecured landing zone to protect a downed helicopter and deliver reinforcements to the area while under heavy enemy re, he also earned a Gold Star in lieu of a second Silver Star, and a Distinguished Flying Cross. In 1968, he was assigned to HMX-1 and served as the aviator for President Nixon’s helicopter. He retired in 1984.

Page 58

58 | yellowsheet | www.ymcaa.orgG. GORDON LIDDY, AGE 90, FORT WASHINGTON, MD.An MCAA Life Member. He graduated from Fordham University, NY, in 1952 and joined the U.S. Army as an artillery ofcer. After his service, he went back to Fordham to study law and joined the FBI as a eld agent in 1957. He was then brought to Washington, D.C., to become a speechwriter on J. Edgar Hoover’s personal staff. He later became the assistant district attorney in Dutchess County, NY, in 1966 and became well-known in his efforts to stop drug crimes. After running a losing campaign for a seat in Congress, he was appointed as the Hudson Valley Chief for Richard Nixon’s 1968 Presidential Campaign. After President Nixon’s win, Liddy worked in the U.S. Treasury Department, and then as the assistant to Nixon’s domestic policy advisor, John Ehrlichman. Liddy played a prominent part in the Watergate Scandal working for Nixon and was convicted of conspiracy, burglary, and wiretapping for the Watergate and Ellsberg break-ins. After his prison sentence, Liddy went on to have a successful career in television, radio, and as a well-known guest panelist/political consultant. He is preceded in death by his wife, Frances, and is survived by their children. LTCOL ROGER E. MAHONEY, USMC (RET), AGE 71, BOWIE, TX.He was commissioned and attended The Basic School. He then completed a nuclear weapons delivery course at El Toro MCAS in Santa Ana, CA. He trained with operating the nuclear weapons systems aboard the A-6 Intruder. He served at duty stations MCAS El Toro, CA; Naples, Italy; and Okinawa, Japan. He is survived by his ex-wife, Marlene. COL WILLIAM J. O’BRIEN, USMCR (RET), AGE 99, STERLING HEIGHTS, MI.An MCAA Life Member. He initially enlisted in 1942, and later became an ofcer and an aviator. He served as a reghter for the Detroit re department. He returned to the Marine Corps during the Korean War, ying combat missions, and earning two Distinguished Flying Crosses and three Air Medals. He then served in the Marine Corps Reserves until 1972. He went back to the Detroit re department to work as an arson squad investigator and retired from that career after 26 years. He then worked at Michigan Consolidated Gas and became a vice president of security for the National Bank of Detroit. He is preceded in death by his wife, Helen, and survived by his children and grandchildren. BGEN ROBERT S. RAISCH, USMCR (RET), AGE 91, LATHRUP VILLAGE, MI.An MCAA Life Member. He was commissioned as an ofcer in the Reserves in 1951. He served as an aviator with VMF-224 in the Korean War and was awarded the Distinguished Flying Cross twice for his service. In 1965, he served as a pilot stationed at NAS Grosse Ile, MI. In 1967, he assumed command of H&HS-4. He became assistant wing commander of 4th MAW in 1976 and was promoted to brigadier general two months later when he assumed command of Selfridge Air National Guard Base. During his years of service, he earned two Air Medals, a Navy Commendation with one Bronze Service Star the Navy Occupation Service Medal, the National Defense Service Medal, the Korean Service Medal with two battle stars , the Marine Corps Reserve Ribbon, and the Republic of Korea Presidential Unit Citation with one Star. After his service, he owned the Supersine Company—a family business he started with his father. He created Restore the Horse Foundation: a non-prot foundation established to support the Detroit mounted police. He performed as a distinguished clown in the Thanksgiving Day parade in Detroit, as well as directed and worked as a set designer for high-end plays in theaters. He is survived by his wife, Susan, and their children and grandchildren. COL ROBERT F. WARREN, USMC (RET), AGE 97, PALMETTO, FL.An MCAA Life Member. He attended Michigan State University until he joined the Marine Corps to ght in World War II. He served as a night ghter pilot in the Pacic theater. He then served as a helicopter pilot during the Korean War. He served with III MAF in Vietnam. He also served as a commander for a jet squadron and an air group. He retired in 1969. He earned six Distinguished Flying Crosses during his career and was inducted into the Michigan Aviation Hall of Fame in 2011. He is preceded in death by his rst wife, Millie, and his second wife, Clara. He is survived by his wife Rosemarie, and his children and grandchildren. COL JOHN “JACK” W. WARRENDER, USMC (RET), AGE 90, NEWPORT, NC.An MCAA Life Member. He was born to Scottish immigrant parents and was deeply proud of his Scottish heritage. He was commissioned as an ofcer in the Marine Corps and served as an aviator. He served in the Vietnam war and earned the Distinguished Flying Cross. He retired after 31 years. He worked as a pilot for United Airlines for 26 years. He is survived by his wife, Linda, and his children and stepchildren.

Page 59

Spring 2021 | yellowsheet | 59ARIZONAYuma Tom Miller SquadronCO-VacantXO - Col Billy McMillin USMC (Ret)928-580-3131colusmcret@hotmail.comOKINAWAMCAS Futenma - Joe FossCO - Vacant XO - Col Phil Van Etten, USMC (Ret)sumobuff@hotmail.comCALIFORNIACamp Pendleton – Mike Yunck SquadronCO - Col William BartolomeayXO - Col Patrick Gough, USMC (Ret)858-679-1755 ext 212patrick.gough@pklservices.comSan Diego—Marion Carl SquadronCO—Col Scott Koltickscottmkoltick@gmail.comXO - Col Greg Goodman, USMC (Ret)858-361-9437gregory.l.goodman2@boeing.comPOC- Col Earl Wederbrook, USMC (Ret)858-577-1211earl_wederbrook@raytheon.comCOLORADORocky Mountain ChapterCO – Maj Michael Dukes, USMC (Ret)Michael.dukes@rocketmail.comFLORIDAPensacola, Roy S. Geiger SquadronCO—VacantXO - Col Joe Richards, USMC (Ret)850-516-2550jprichards46@gmail.comOrlando, John F. Bolt SquadronLtCol Tim Hill, USMC (Ret)407-356-7190timhillﬂorida@gmail.comXO - Col Rick Packard, USMC(Ret)407-463-6479richard.j.packard@lmco.comHAWAIIKaneohe Bay Bruce Matheson SquadronCO - VacantMARYLANDPax River – John Glenn SquadronCO—Col Justin Eggstaff Aero.eggs@gmail.comXO- Col Hank VanderborghtVanderborght22@yahoo.com MASSACHUSETTSBostonCO - Col Joe Mahoney, USMC (Ret)617-786-0832jhmahoney@verizon.netXO—VacantPOC - GySgt John Margie, USMC (Ret)508-690-1682jomargie@comcast.netNORTH CAROLINACherry Point – A. A. Cunningham SquadronCO – LtCol Gregory DemarcoGregory.demarco@usmc.milNew River – Keith McCutcheon SquadronCO—Col Curtis Ebitz, Jr. Curtis.ebitz@usmc.milWASHINGTON, DCWashington, DC – Bransom-Capital SquadronCO—Col John Barranco John.barranco@usmc.milAT-LARGE SQUADRONSDevastate Charlie – Marine Air C2 SquadronCO - Col Scott Gondek, MACG 48 CO847-688-7129 ext. 201scott.gondek@usmc.milXO- Col Rey Masinsin, USMC (Ret)813-810-3271reymasinsin@gmail.comPOC - Col Curt Ames, USMC (Ret)540-295-5959curt.ames@me.com531 Gray Ghosts SquadronCO - Rich ElliottXO - LtCol Rich Richardson, USMC (Ret)Donald E. Davis– Marine Aviation LogisticsCO - Col Laura Sampsel, USMC (Ret)808-375-4172POC - Col Kevin McCutcheon, USMC (Ret)828-443-1560John R. Dailey SquadronCO - Buck Buchanan770-778-6576jbuch002@gmail.comXO - Jim Brubaker407-325-4518burbakerjr@earthlink.netRobert “Guy” Robinson SquadronCO - MSgt Kevin Bonner, USMC (Ret)808-551-7701jkbonner@sbcglobal.netSOUTH CAROLINABeaufort – The Great Santini Squadronthegreatsantinisquadron@gmail.comCO - LtCol Allen E. Szczepek, Jr. allen.szczepek@gmail.comXO - Maj John “Simple” Simpson, USMC (Ret)(843) 812-7197jwsimple@comcast.netTEXASDallas/Ft. Worth – Bob Galer SquadronVacantCorpus Christi – John Smith SquadronCO - VacantXO - VacantVIRGINIANorfolk – Darden-Schilt SquadronCO -VacantXO - Col Mike Soniak, USMC (Ret)757-574-3717msoniak@cox.netQuantico – Nighthawk SquadronCO—Kevin Wild, USMC (Ret)Khw7562@gmail.comXO—Damien MarshDamienmarsh@ﬂymarines.usWASHINGTONSeattle– Richard C. Mangrum SquadronLtCol Art Crowe, USMC (Ret)425-284-1455mangrumsquadron@gmail.comSQUADRONcontacts

Page 60

Although ﬁrst 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 ﬁrst 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. 715 Broadway Street, Quantico VA703–630–1903In This IssueA Rusty Old Box: The Legacy of The CommanderMarine Air and the Franklin Under Fire, 1945The Bengals in BosniaWinter 20 19The Magazine of Marine Aviationwww.ymcaa.orgTheMARINE CORPS AVIATION ASSOCIATIONwww.ymcaa.orgHONORING THE BEST OF THE BEST IN MARINE AVIATIONIn This IssueThe 2019 MCAA Aviation Award Winners Above and Beyond the Call of DutyLegends of Vietnam: Shoulder-to-ShoulderMay 2019In This Issue The Super GaggleBeyond Aviation Ordnance Final ApproachSUMMER 2019The Magazine of Marine Aviationwww.ymcaa.orgTheIn This IssueMarine Aviation’s First Medal of Honor RecipientsOPERATION TAILWINDThe Battle to get Marine Aviation on CarriersFall 2019/Win ter 202 0The Magazine of Marine Aviationwww.ymcaa.orgThe