| JANUARY
LUNCHEON PROGRAM
A "Tip
of the Hat" to our new OPS Officer, Andy Gilcest, who provided
the GPS luncheon guests with a very capable last minute fill-in
speaker. He was no other than Mr. Gary Patrick "Pat" Macha,
a noted aircraft archaeologist regarded as California's premier
aircraft wreck finder.
Using a slide
projector and speaking extemporaneously, Pat provided us with only
a snap shot view of the approximately fourteen hundred aircraft
crash sites in the mountains, deserts, Channel Islands and sea floor
within California from 1909 to the present.
The purpose
of his archaeological endeavors is to chronicle the approximate
location of every aircraft crash site within California and to provide
information as to the cause and factors that contributed to those
crashes. Airplane wrecks are a sobering opportunity to consider
the power of nature and the misjudgments of man. Sadly, the majority
of the accidents resulted from pilot error, and not from the failure
of aircraft systems or structure.
Pat says he's visited approximately 800 sites and went on to relate
several recollections and stories, some from survivors, as to how,
why, when, and who was at fault. As a side bar, he mentioned that
during WWII within the continental US, approximately 35,000 airmen/crewmen/passengers
were killed in training & ferry flight accidents.
To share a few
. . .
The first aircraft
wreck that Pat visited was a Douglas C-47B USAF located at the 11,000
foot level of Mt. San Gorgonio, the highest peak in the San Bernardino
Mountains. The C-47B had crashed on November 28, 1952 and large
yellow X's had been painted on the wreck to indicate that this aircraft
had been "found," and need not be reported as a "new"
wreck. He reached this site in the summer of 1963, before any trails
had been cut in that part of the wilderness. What lay on the mountain
side before him was a recognizable, unburned airplane that had hit
the mountain in a blinding snowstorm. Thirteen men died here and
their uniforms, parachutes, and other personal effects littered
the area. He sat on a large boulder for 30 minutes, stunned by what
he saw. For him, this wreckage is a part of aviation history and
a monument to the men who died there.
In the early 60's a family of four flew out of San Diego to big
Bear Lake to spend Labor Day with the grandparents. On Labor Day
they attempted to return home. Dad did not calculate the density
altitude factor, found that he couldn't make it, and attempted to
return to land. Knowing that he wouldn't make it, he turned off
all switches, hit the trees, and dropped to the forest floor. The
wife was killed yet dad remained alive for some hours. The twin
girls in the back seat survived.
A formal search
was conducted for three days. The grandfather, sitting in his armchair
at home, told his wife, "I have a feeling that the kids are
nearby." Gramps walked up Moonridge about one half mile and
found his son's aircraft. The twins said that Dad said to remain
in the aircraft and that your "Gramps" would find us."
A fitting last
story that Pat told us was on March 11, 1967 a Cessna 195 crashed
on Shoemaker Bally Mountain in the Trinity Mountains during a winter
storm. The aircraft with three persons on board was enroute from
Portland, Oregon, to San Francisco, California. An extensive air
search failed to locate the wreck. On October 1, 1967 a deer hunter
found the aircraft and the bones of two occupants. Also found was
a diary written by 16-year-old Carla Corbus that indicated that
she had survived in the wreckage at least until May 4, 1967 and
probably for several days longer. In fact, Carla's mother and stepfather
also survived for a lengthy period following the crash. Alvin Oien,
Sr., the pilot attempted to hike out for help but died presumably
of exposure before reaching the nearest road. Mr. Oien's remains
were found by a hunter in 1968. The wreck is unmarked and buried
at the site.
It was this
accident that provided the impetus for the Federal Aviation Administration
to enact legislation requiring all aircraft operating more than
twenty-five miles from base to be equipped with an Emergency Locator
Transmitter (ELT). These devices have proved to be effective in
saving lives in subsequent searches. Ray LeCompte ANA/GPS Assistant
Public Affairs Officer
Member With P-51 Ride
Grampaw Pettibone
Squadron member Andy Gilcrest, won a ride in a P-51 Mustang on Saturday,
December 6th at Chino. The ride included joining up on a B-25 for
a photographic session.
On the first Saturday of each month, the Planes of Fame Museum sponsor
a program which usually features a WWII aircraft or other aviation
topics. The museum historian provides background information on
the subject or aviation topic. The background briefing is followed
by recollections presented by pilots or individuals that were actually
involved with the subject of the day. The formal part of the program
runs from 1000 to 1200.
At 1200, there is a drawing for a ride in a WWII Warbird. To be
eligible for the drawing, you have to be a member of the museum.
For a listing of the topics for 2004, see www.planesoffame.org.
There have been other GPS members that have won the monthly Chino
drawing. Dr. Bob Helton has won rides on a P-51 Mustang and a British
Spitfire. Cliff Nord won a ride on a B-25 Mitchell bomber. Submitted
by Cliff Nord
COAST GUARD ARMED INTERDICTION
From Naval Aviation
News January-February 2004
The Coast Guard's
newest helicopter, the MH-68A, above. has been officially named
the Sting Ray. The all-weather, short range, armed interdiction
helicopter employs state-of-the-art navigation, communication and
avionics equipment for maritime drug interdiction and homeland security
missions. The Sting Ray is flown by Helicopter Interdiction Tactical
Squadron Jacksonville. Fl.
THE OTHER WAR
From Naval Aviation
News January-February 2004
"Rescues"
In early August
2003, Rentz (FFG 46) with embarked HSL-45 SH-60 Seahawk and Coast
Guard detachments, thwarted two drug smuggling go-fast vessels (GFV)
and one fishing vessel used for logistics support in the eastern
Pacific. While on patrol, a ship's helo spotted one of the GFVs
departing a refueling rendezvous with a fishing vessel. Realizing
they had been spotted, the crew doused the vessel with fuel and
set it on fire before abandoning ship. Rentz crew members recovered
all five personnel from the GFV and attempted to extinguish the
fire. The helo then reported that the crew of the fishing vessel
was also dumping fuel overboard and dousing their boat in a possible
attempt to scuttle it. As the fire on the GFV grew out of control,
Rentz broke off its firefighting efforts and maneuvered to intercept
the fishing vessel.
A Coast Guard
boarding party then took command of the vessel, while other crew
members searched the debris field left by the GFV and recovered
37 kilograms of cocaine. The crews of the GFV and the fishing vessel
were taken into custody.
Seventy-two hours later, a maritime patrol aircraft sighted another
GFV and Rentz launched a helicopter to aid in tracking the small
vessel. The GFV was lost on radar temporarily, but airborne surveillance
from a P-3 Orion provided the necessary information to keep track
of the vessel. As the frigate came near, the GFV crew made preparations
to abandon their boat and set it on fire but Rentz came alongside
and used aqueous film-forming foam to prevent the fuel from igniting.
FFG 46 deployed her own small boat to recover the GFV crew. Coast
Guard personnel then boarded the GFV and examined its contents.
Eighty-seven bales of cocaine, totaling almost two and a haft tons,
were recovered from the go-fast vessel.
VMX-22 ACTIVATED
From Naval Aviation
News
January-February 2004
On 28 August
2003, Marine Tiltrotor Test and Evaluation Squadron 22 was activated
during a ceremony at MCAS New River, N.C. VMX-22 is tasked with
the operational testing and evaluation of the MV-22 Osprey and future
tiltrotor-related systems.
MENTORS NEEDED
By Andy Gilcrest
In the spring
of 2003, GPS members Denny Bowen, Ron Rubin, and I initiated a program
for "Flight Familiarization" for Navy Junior ROTC (NJROTC)
students at Santa Ana High School. The program consisted of 8 weekly
two hour sessions each week. Each session consisted of 30 minutes
of ground school followed by 90 minutes of flight simulation work
on the same course of instruction that is used to teach private
pilots. Microsoft Flight Simulation Software was used on the NJROTC
computers so that each student could practice that days syllabus
for the full 90 minutes. Nine students were trained and CDR Osseck,
the unit CO, later arranged for them to get a flight in a light
plane.
This fall, we
completed the course again for 9 more students. CDR Osseck has arranged
to give these 9 students a flight lesson in a light plane on Feb
21 as well as a second flight lesson for last springs 9 students.
The students have worked hard and their accomplishments on the basic
flying course have exceeded our expectations. This exposure has
given them a new interest and most importantly introduced them to
an area of endeavor that they probably didn't realize was possible.
It should help them increase their focus on their school studies
with more lofty goals in mind.
It has been
very rewarding for us to mentor the students on this program. We
are considering expanding the program to another high school and
would like to target a Marine Junior ROTC Unit. However, more mentor
volunteers are required before we can expand the program. The mentoring
program primarily involves standing behind 3 students while they
are practicing their simulation lesson and providing advice if they
are having any trouble with the maneuvers they are assigned for
that day. Some of the people that we have contacted in the past
have expressed concern that they do not have computer knowledge
and are therefore reluctant to get involved with the simulation
computers. The computer knowledge is not needed, as the students
are far more accomplished on the computers that any of us. See the
accompanying photo of Denny Bowen behind the simulation stations.
If interested in getting involved in this worthwhile project and
learning more about the program, please contact Denny, Ron, or myself.
Gramps from
Yesteryear
From Naval Aviation
News,
January-February 2004
Knock, Knock.
Who's There?
Ever hear of
an intentional midair collision? Two pilots took off in F4U Corsairs
for instrument training with one pilot assigned as student, the
other as instructor. The instructor in the chase plane later stated
he did not have time to brief the student thoroughly because he
was rushing to get out on schedule. Neither pilot had occasion to
use his radio while on deck, and one of the items not covered in
the briefing was radio failure. In the air, the pilots shifted to
channel four but did not check their radios immediately due to the
volume of traffic on that frequency.
When the instructor
did call for a radio check, he received no answer. He then flew
alongside his companion F4U only to discover that his student was
already under the hood.
By this time,
the student was climbing out of the field area on a heading which
would take him over the Atlantic Ocean and directly into the aerial
gunnery range where other planes were preparing to commence firing
runs. The instructor pulled ahead of the
student and attempted to lay down enough slipstream to get him to
come out from under the hood.
When this didn't
work, he decided it would be best to fly up and tap the student's
wing tip. After several unsuccessful attempts at hitting the wing
tip, the instructor finally came up under the student's right wing
and tapped what he thought was a light blow. The student immediately
came out from under the hood and both planes returned to base.
Both aircraft required minor repairs.
Grampaw Pettibone
says: Just about the time I think I've heard all the reasons for
busting up airplanes, along comes something new.
TOUR OF USS
JOHN B STENNIS
CVN 74
On the second,
sunny Saturday of January 2004, ANA-GPS Executive Officer Mel Locke
contacted the Officer of the Day aboard CVN 74 docked at NAS North
Island and received authorization for a personal tour of the aircraft
carrier. It was conducted by Seaman Marc Slaughter of Public Affairs,
who hails from North Carolina.
While climbing
the gangplank, we turned aft and gave snappy salutes to Old Glory
flying on the fantail. Approaching security on the hangar deck,
we showed our ID and gave swift salutes. On the hangar deck were
three AF18-C jets spotted for the filming of a movie. All other
aircraft did a fly-in to NAS North Island, while CVN 74 was inbound
to California after deployment during Iraqi Freedom. Also on the
hangar deck were many low profile, oblong tractors used to spot
aircraft as well as place them on the four elevators to raise them
to the flight deck.
From the hangar
deck to the bridge were ten ladders with ten steps each. On the
way to the bridge we visited the officers quarters and the ready
room. All lounge chairs faced the front bulkhead where there sliding
panels to display maps, images and visual briefings for the pilots.
This reminded me of when I flew the TBM Avenger off the jeep Carrier,
CVE MC Kassar, Straits six decades ago.
From the bridge
we viewed the 4.5 acre flight deck, which is 1092 feet long and
257 feet wide. Two catapults were located on the flight deck ad
two more catapults were located on the canted deck. It is possible
to launch four aircraft simultaneously which eliminates the left,
rendezvous turn for join up. Aft on the flight deck were five arresting
cables. The Landing Signal Officer uses a computer monitor to talk
the jet pilots aboard. It is referred to as the meatball system.
John B Stennis
stats include crew size of 5000, meals served daily 18,600, number
of compartments 2700, number of telephones 2000, miles of cable
and wiring 900, number of light fixtures 30,000, number of nuclear
reactors 2, number of engines 4, maximum speed 30+ knots plus, weight
of carrier 97,000 tons. Mel Locke, ANA-GPS
HAPPY VALENTINE DAY
14 FEBRUARY
2004
From Your Membership Officer
Fran Pieri
Last months luncheon was a great turnout. Many thanks to those of
you who brought a guest. When introducing your guest; please be
brief. No more than a minute. If we talk too long, it takes away
the time for our primary speaker. I'm sure your guest is a terrific
person with a fabulous career, and maybe we could use them as our
primary speaker in the future. Let me know if you need an extra
OP-Plan for your friends. I always have extras, and will be glad
to mail them out to your friends. Call me or drop me a line. My
e-mail is: graeagle@cox.net. Those of you who ordered name badges,
please pick them up. The Ray Pett, "let me buy you a drink",
contest is coming along very well. So far seven new members have
signed up since the contest started. Remember; you don't have to
have had any prior military service to join the association. GRAMPS
is open to anyone interested in Naval Aviation. Hope to see you
at the February luncheon on Thursday, 13th. Keep the blue side up.
Fran .
MAKING SENSE OF THE NEW LANGUAGE
By David Brown
Navy Times 10/20/03
The advent
of the "surge-ready" deployment plan means new terms are
being thrown around. What is the difference, for example, between
an "expeditionary strike group" and an "expeditionary
strike force?"
Don't know? You're not alone.
Here are some of the most common new terms, pulled from the Navy's
sea-basing concept, the Fleet Response Plan and its new ship deployment
groupings. Actual numbers of ships in these formations will, of
course, vary at times.
CARRIER STRIKE
GROUP. Formerly known as the carrier battle group, this slimmed-down
version includes one aircraft carrier with embarked air wing, three
surface combatants (a combination of cruisers, destroyers and frigates),
one submarine and one logistics ship.
EXPEDITIONARY
STRIKE GROUP. A bulked-up version of the former three-ship amphibious
ready group, the ESG consists of one amphibious assault ship, one
dock landing ship, one amphibious transport dock, one embarked Marine
expeditionary unit, three surface combatants (a combination of cruisers,
destroyers and frigates), one submarine and shore-based aircraft.
Most, but not all, deploying amphibious groups will be ESGs.
EXPEDITIONARY
STRIKE FORCE A combination of CVSGs and ESGs that work together
should the need arise.
SURFACE STRIKE
GROUPS. Formerly called surface action groups, late deployers and
early deployers. These three-ship groups - a combination of cruisers
and destroyers - do not deploy at the same time as the CVSG, although
they are under its operational control. The first SSG will deploy
later this year, attached to the Enterprise Carrier Strike Group;
its ships are the destroyers Gonzalez, Cole and Thorn.
MISSILE DEFENSE
SURFACE ACTION GROUPS. Three Aegis ships, either cruisers or destroyers.
MARITIME PREPOSITIONING
GROUPS. A combination of a Maritime Prepositioning Force, Combat
Logistics Force and high-speed intra-theater lift. These include
Military Sealift Command ships.
FLEET RESPONSE
PLAN. A plan that allows the Navy to surge six carrier strike groups
to a trouble spot, followed quickly by two more. It also means the
traditional six-month deployment could be lengthened or shortened.
SURGE Deploying
a strike group ahead of schedule, not necessarily for six months.
EMERGENCY SURGEABLE.
After a strike group ends its maintenance phase, and once it has
completed basic phase work-ups, it is deemed emergency surgeable.
Nominally, it is the three-month window after leaving the shipyard.
SURGE READY.
The next three-month window, during which integrated strike group
training occurs. It culminates in composite training unit and joint
task-force exercises.
ROUTINE DEPLOYABLE.
The strike group is ready to deploy six months before the scheduled
deployment date. During this phase, the strike group conducts refresher
training to maintain readiness levels.
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