California Wing - Jun 1999

8/11/2019 California Wing - Jun 1999

1/48

Vol IV

No

Summer

1999

Official Publication o the California Wing Civil Air Patrol

P

O Box 9117 Ontario CA 91762

Photo by Lyn Sm


2/48

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Eagle Call is an authorized publica

tion published

in

the interest

of

the

member of the California Wing of

th

e Civil Air Patrol. It is published

by a private firm

in

no way

con-

nected with

th

e Department of the

Air

Force or the Civil

Air Patr

o l

Corporation. The appearance

of

ad

ve rti sements in this publication in

c luding supplements and

in

se rts

does not constitute an endorsement

by the Civil Air Patrol Corporation

or the Department

of

the Air Force

of

the products and ervices adver

tised.

Materials for publication

should be mailed to:

California Wing

Civil Air Patrol

Eagle Call

P. O. Box 9 7

Ontario CA 9 762

Colonel Bryon Brammer

ng Commander

Maj. Wyn Selwyn

Editor

For information

on advertis

in

g rates and space

please ca ll 1-800-635-6036

ommand

and

ontrol

By Col Bryon Brammer

Thi s was to be my final article

in

Eagle Call

as your Wing

Commander. In this final

article

I had planned to

re

view our

strengths

and

successes over the last four years, but political

events

between

CAP and the Air Force have almost

mandated

that I di scu the e event with you.

In February

just

before

the N a tional

Board

meetin g in

Washington D.C. CAP caught wind of an Air Force

propo

sa l

originating

in

the highest levels

of

the Pentagon that would sub

stantially ch

ange

Civil

Air

Patrol.

Thi propo

al did away with

our

current leadership structure and substituted it with an Air

Force Executive

Board

and asked Congress to change Public

Law that had guided the Air Force and CAP a a civilian auxil

iary

for more

than

50

years.

Thi

s

proposa

l

would have

done

away with

CAP s elected National

Commander, Vice Com-

mander

the offices of

Finance

Officer

Comptroller

and all of

the Regional Commanders and replaced them with Air Force of

ficers.

While we

were

at the National Board Bryan Sharrett the

Ass istant Secretary for Reserve Affairs which is the individual

that CAP reports to through the

Air

University was asked about

the proposa

l

He sa id that no proposa l was being developed by

the

Air Force

and that

if one were

it would have to

go

through

hi office first and wou ld be discus ed with CAP e f o r ~ the plan

was acted upon.

No

ooner than

we

left Washington D.C. team

of

Air Force

officers started

making

the rounds in the halls

of

Congress and presenting their plan .

This is a command and co ntrol i sue. The

Air

Force wants

total control over CAP as its auxiliary. Currently the Air Force is

limited as to its ability to command Civil

Air

Patrol a civilian

corporation. Even though we are an auxiliary we have a level of

autonomy

that is not

found

in any

other

relationship with

the

Federal

Government. In order to do that the Air Force had to

convince Congress

that

public law needed to be changed. The

Continued


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ommandand

ontrol

Continued

way the Air Force chose to do this

was to s

tart

a

public

campaign

that CAP was misus ing public

money - almost 30 million dollar

that CAP gets from Congress and

the Air Force.

For

s

upport

they

referred to a two-year-old

Air

Force audit that had found finan

cial irregularities

in

the way CAP

did

bus

ine

ss.

What

they

didn

t

tell Congre ss

was

that all

but

some minor issues were reviewed

by

the Commander of

the Air

University

and CAP. CAP was

found to be using acceptable fi

nancial processes. Of the numer

ous iss ue s was that

Federal

money wa

s u

se

d to

se

nd

CAP

staff on a cruise and the Execu

tive Director used Federal money

to fly first class while conducting

CAP

busine ss.

The li

st

went

on

and on. The truth

of

the matter is

that some of the National Staff at

tended a Southeast Region Con

ference that was being held on a

cruise ship. All

of

the CAP mem

bers who attended the conference

paid their own way as most of us

do when we attend conferences.

Selected members

of

the National

Staff that are required to attend

this function , as well as others.

Their expenses while on this trip

were le

i

timate expenses covered

under existing CAP

and

Air

Force policies. Colonel Albano,

our Executive Director

,

buy

s

coach tickets and receives an up

gra

de

because

of hi

s high travel

miles. Thi s is a practice that we

can do in CAP as a private corpo

ration but cannot be done in the

Air Force. All

of

the issues that

the Air Force is us

in

g are similar

in nature. They claimed a need

for

more oversight of CAP to

protect the millions and millions

of public money

that

CAP

re

ceives. What they haven t said is

that there is currently one Air

Force per

s

onnel

at

National

Headquarters for every four CAP

paid staff. All public money ex

pended by

CAP

is on a reim

bursement basis and,

if

inappro

priate, would not have been reim

bur

se

d.

CAP

also

ha

s

another

so urce

of income

th at is from

your membership dues.

The

Air

Force has no control over the way

thi s mon ey is spent, nor should

they. How membership money is

spent is approved by the National

Board yearly at the general mem

bership meeting held

in

August.

CAP

leaders

hip

, m

yse

lf

in

cluded, went to Congress to fight

this attempt to take co ntrol

of

CAP. Senators Harkin and Allard

drafted a bill to nullify the Air

Force language

in

serted into the

Defense Appropriations bill and

mandated that an independent au

dit be done of CAP and its use of

public

money

by

the Office of

Budget

and

Management. Thi s

bill passed the Senate and no at

tempt

ha

s

been

ma

de

in

the

Hou se. CAP supports this inde

pendent audit that will put to rest

these accusations. This audit will

be complete and reported back to

Con

gress

in

February of

next

year.

With all

that

has been

sa

id ,

there are occasionally issues of

mi su

se of DOD accesses and

money by

CAP

members. These

charges

are always inves

ti ga

ted

and if sustained are turned over to

the FBI

or

the OSI for further in

vestigation and prosecution. Over

the many years that I have been a

member

of CAP

this has and will

come up. CAP has had and prob

ably st

ill

ha

s

so me bad apples.

We will deal with these members

like

we

always

have and thi s

should not be a reflection on the

membership as a whole.

CAP

is in need of so me

chan ges in

the

way we do busi

ness and that has been brought to

light by this struggle with the Air

Force over who controls CAP. As

such, I have proposed to the Na

tional Board changes

in

the Con

stitution and Bylaws that govern

CAP.

Th ese changes include

a

reconfiguration of the National

Executive Committee

and the

election statu s

of

s

ome of our

co rporate

officers. It

authorizes

the Air Force to create an IG and

Safety office that reports directly

to the Secretary

of

the Air Force

and our National Commander.

The new NEC,

if

approved by the

Bo ard , will have on it as CAP

member

s

the CAP elected Na

tion al Commander, Vice Com

mander and Chief

of

Staff, our

Corporate

Fin

ance Officer

and

the Executive Director of CAP.

The

Air Force would h

ave the

CAP-USAF Commander, Secre

tary

of

the

Air Force

,

Air Force

Chief

of

Staff or their designated

representati ves and a retired three

or

four-star with a tie to business.

Additional member

s

would

in

clude a representative appointed

by the House and Senate and a

represe

ntative from the AOPA

and FEMA.

Thi

s new NEC

would gove

rn

CAP

in

the

ab

se

nces

of

the

National

Board.

Thi

s g ive s

the Air Force

three

more seats on the NEC and along

with the Boar d s approval la st

February to receive funding un

der

the

Federal OMB Circular

L10,

Grant

s

and Coopera

ti ve

Agreements process which give

the Air Force total control over

the

finances should be all that

they need. CAP retains its current

status as a civilian auxiliary to the

Air Force and this can be accom

pli shed without changing public

law. lar

3


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Larry Myrick

o Lead

alifornia

Wing

Lt. Col. Larry Myrick has been

appo inted to be

California 's

new

Wing Commander by Pacific Re

gion Commander Mike Pannone.

The

appo

intment

become

effec

tive with formal change-of-com

mand ceremonies at the Wing Con

fere nce in October when Myrick

a sum e command from

Co

l.

Bryon Bramm

er

Myrick joined Civ il Air Patrol

in 1987 and affi li

ated with San

Luis Obi spo

Squadron

103, be

coming

comma

nd

er

of

that squad

ron

in

1989. He held that position

until he was appointed

Group

Commander

in 1

993.

In 1998

Myrick

joined

Pacific Region a

Director

of

Senior Training. Dur

in

g

hi

s journey thro ugh the ranks

of

CAP he was awarded the Gill

Robb Wilson

award

(1994) and

five Meritorious Service Awards.

Alway s act ive in emergency

services, Myrick has been project

officer for many training projects

and has participated

in

more than

100 Emergency Service tra

in

ing

and actual exercises. His creden

tials include

th

at of Mission Coor

dinator

and Mis ion

Control Of

ficer.

Myrick ha been a private pilot

si

nce ]996 and he and wife Peggy

ow n

aCes

na TR-182 w

hi

ch is

based near their home

in

San Luis

Obispo.

He

is partner in an engi

n

eer

ing

fi rm

w

hi

ch designs

com

mercial air conditioning and heat

ing systems.

Larry Myrick was born

in

Los

Angeles

in 1950 and graduated

from Inglewood

's

Morning

s ide

Hi gh School. He attend ed Cal

Poly, San Luis Obispo, earning a

Bachelor of Science degree

in

Me

chanical Engi neering.

Major Ovey Hebert i l l

Major D

Frin

ge

r, Capt. Ho

wa

rd

N. LaPierre and

Lt.

Co

l

Frederick

V Nelson.

Inland Empire Group 3

Bestows Awards

By Lt Francois Delgado

Inland

Empire

Group 3 hon

ored its own in mid-June amid a

co

l

orful

Dining

Out

awards

ceremony.

Group

3

(f o rmerly

Group

18)

Commander, Major

D

Fringer,

and Capt.

Howard

LaPien-e handed out the kudos to

enior

, officers and cadets.

Squadron

11

from Palm

Spring

s

was

named

Composite

Squadron

of

the Year.

Major Ovey

Hebert

III,

com

manding Squadron 59 , and Cap

tain Harriet Link, Commander

of

Squadron 31, hared the Com

mander

of

the Year award.

Special recognition was ac-

corded

Major

Heb

ert

for his un

tiring efforts in the relocation

of

Group

18

Headquarter

s following

the devastating fire

w

hich

d

e

st royed

all

the gr o up 's equip

ment, buildings and records.

Lt. Col.

Freder

ick Nelson

of

California Wing picked up a spe

cial

awa

rd for

hi

s contributions as

Adv i

ser

to the Commander.

Honored

g ue t

included

Tuskegee Airman

,

Lt. Col.

Charles Bu ssy and

hi

s wife, and

Lt. Gina Martyn-Gray,

a

naval

aviator who held the cadets spe

ll

bound wi th a talk about opportu

nities in naval aviation. Zl i rJ

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y Lt Margaret Hoebink

A

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of 3

50 000 attended

the

1

999

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uys

Airport

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nior

s

and

85

cadets

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One that

now encompasses

a of Los

Angeles County

were

on hand

to

help with the crowd contro l,

recruit

and operate food booth

s to

earn money for

their squad

ron s.

Cadets

who worked the two-day

show

were

a l

lowed to view

the

flight deck

of the U .S .

Air Force

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osing the Expo. They

helped

the

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the

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ral

planes that

were

swea ting

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the

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Jim Newton.

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e

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Catherine

71

Jf{urphr:

C P con

By Major Wyn Selwyn

ED ITOR'S NOTE: This article begins a

series

of

personal vignettes honor-

ing

WOMEN IN VI TION and

spotlighting

outstanding

women

who

have contributed significantly

to

merican

aviation histor

y.

M

any

of

them

are or we re members of

Civil ir Patro l. But all are

foreve

r

woven into the rich

tapestry

of

American aviation folklore

r e year was 1942 and A meri

ca

was los

in

g the

war. The ca rn

age

of P

ea

rl Harbor had put the

na ti o n o n a

wa

rti me

foot

in g. T hat m

ea nt

a ll

no

n-

essential civili an fly ing was banned fo r the du

rat ion of

th

e

wa

r. The o

nl

y way fo r civ

ili

an pilots to

co ntinue fl y

in

g was to jo

in

a n

ew

voluntee r fly

in

g

outfit sa nct ioned by the governm ent. It was ca

ll

ed

Civil Air Patro

l.

Catherine Murphy was tak

in

g fl ying lessons at a

sma ll airport in Minnesota when Ameri

ca

entered

World War II. M urphy signed up with

th

e local CAP

unit and was made corpora

l.

Th

e

fl

ying lessons con

tinued and Murphy co ntr ibuted to the dail y opera

tions

of

the uni

t.

Within a year, a n

ew

opportunity

ca

me along for

wo me n pil o ts to co ntribute th e ir serv ices . The

Women

s'

Air For

ce Se

rvi

ce

Program (WASP) bega n

rec

rui ting q ua lif ied wo men pilot ca nd ida t

es

fo r

training toward

cock

pit duties

in

mili tary a ircraft.

Wi th grudging support from Washington,

th

e WASP

pr

og

ram got underway. Many male commanders be

li

eve

d that

wo

men p ilots had neither the skill s nor

stamin a to fly high-performan

ce

military a ircraft.

Th

e

wo

me n

wo

ul

d h

ave

to

pr

ove

them

se

lves

ca

pable.

Murphy jo in ed the WASP pr

og

ram

in

1943 and

was se

nt to Aven

ger

F ie ld at Swee twater, Texas,

where she began

th

e same rigorous tr

ai

ning schedule

as male

ca

dets who were training to b

eco

me pilot

s.

Th e men wo uld b

eco

me of fice rs, but the WASPs

would never be given

th

e status of rank.

Fro m before dawn until nea r mjdnight,

th

e pace

was frantic: Reveille at 0400,

in

spection, chow hall ,

Catherine Murphy

at

Sweetwater, Texas, in 1942.

ca

li sthe ni

cs,

ground sc hoo l a ll morning, a qui ck

lunch, and fl ying a ll afternoon, then more study and

ba

rr

acks cl

ea

ning we

ll

into

th

e night. There

we

re

44

was

hout

s

but the majority of the

wo

men s

tu

ck it

out and qualified as pilot

s.

Although the WASP

wo

men

we

re qualify

in

g to

be co mmissioned fly ing offi ce rs, they were consid

ered onl y civil se rvice employees .

Th

ey had no in

surance, and no GI veteran benefits, or other mili tary

statu

s

other

th

an the

ri

ght to wear the uni

fo

rm . Later

as several of their numbers

we

re killed in

th

e line of

dut

y

the unit

's

survivors would take up a co llection

to

se

nd the vic

tim

's body home beca u

se

the Air

Force refused any responsibility.

Follo

wing her gradu a

ti

o n as a b

as

ic fli ght in

structor f

rom

Randolph Field , Texas, Murphy was

ass igned to the

Tr

aining Command and sta

ti

oned at

Gr adn er Fie ld, nea r Taft, Ca lifo rni a. B

eca

use the

male training officers did not be

li

eve women co uld

in struct men, the WASP officers

we

re given

th

e rou

tine, the boring, and sometimes dange rous eng inee

r

in

g test pilot chores such as running-in new eng

in

es,

w rin ging-o ut rebuilt tra iners and fe rr ying a ir-

Continued

11


14/48

Catherine Murphy

CAP Icon

Continued

planes from one airport to another.

In Decemb

er

1943, the WASPs were

di

sbanded because there was no l

onger

a

male pi

lot

s

hort

age.

The

women were

imply told to go home, that they

weren t

needed any longer. It wa not unti 1977

that

Congre

ss got arou

nd

to recognizing

their service by directing the Ajr Force to

give the former WASPs Honorable Di s

charge.

1984

photo-

The

flying dream was sti

ll

trong and

Murphy needed a job , so she bought a

Stinson

SR5 and began

flying

charter

hops as the war drew to a close.

But

real

ity

et

in

when it became apparent that one

charter

pilot with

one

airplane could not

financially keep the flying dream alive.

Catherine Murphy, Gene Fitzpatrick and Dorothy Scatena.

Reality consisted of going back into finance, for

which she had been trained. For some twenty years,

Catherine Murphy toiled at the accounting tables

of

various Ca li fornia firm s and governmental entities,

dreamin g about flying again, but faced

with the

day-to-day demands of making a living.

By

1982 she

ret

ired a City Treasurer and Assistant

Finance

Of

ficer for the City of Arcad i

a.

12

On the wing of a PT19 during training

at

Avenger Field, Sweetwater, TX.

The

flying yen wa still there. Catherine got be

hind

the

controls

aga

in a nd

with seve

ral

WASP

fr iends flew back into the past, back to

Sweetwater

and the days of their youth for a reunion. She bought

a Piper Tri-Pacer and later a brand new Piper Archer,

N7969F and the hours began adding up once again .

Then Civil Air Patrol

came

back into her life and

she became a mi ss ion pi lot, standard, Squadron 2 L

Commander, a Mission Coordinator, a Mission Con

trol Officer and finally, California Wing Finance Of

ficer. When Wing moved to Southern California, Lt.

Col. Catherine Murphy served as Finance Officer for

Group 25.

Now cruef Mission Control Officer for California

Wing, Catherine operates out

of

Pine Mountain Lake

Airport

on the cusp

of

Yosemite Valley, where she

acts as the nerve ce nter for California Wing Emer

ge

ncy Services. She al 0 still flies her beloved Ar

cher when not involved with compiling the

hi

story

of

the WASPs and publishing annually a 140 page ro -

ter of WASP throughout the Unjted States.

The WASPs remain a big part of Catherine

Murphy's life: We had a wonderfu l experience, do

ing so mething in those times when it wa thought

women were not capable of handling military planes.

It brought us all closer together

,

ays Murphy.

~


15/48

jlllJ?11 (11

1

IlLl(;111

Your

passenge

rs

ALWAYS

come first

and you

MUST protect them

Several years ago

my

wife,

my siste r, and I decided to

fly

from Burbank to Kalispell , Mon

tana, by way of Salt Lake and

Boi se. We

were

aviating in a

sub-sonic Cessna

XP,

which made

for a long time getting there.

We got into Boise late

in

the

afternoon and so

mehow

con-

vinced

ourselves

that we had to

ge t to our de s tination that

evening.

We were in a hurry . I

filed a quick flight plan and we

were off for a weekend

of

fun.

But things began to change as

the sun sank off the left wing and

we

s

tarted

encountering an

undercast, forcing us to climb to

VFR on top at 12,500. Soon it got

black as the in side of a cow, and

we

were

over

the

Bitter

Root

Mountains . In my frenzy to de

part, I had left my Jepp binder and

a

ll

my IFR stuff on the counter

back at the FBO in Boi se.

So here I was, about as high

as I could

go

without oxygen, in

the dark, without proper naviga

tion facilities, in a s ingle-engi ne

airplane, not really sure where I

was . I vaguely remembered the

NOTAM about Mullan Pass VOR

being out

of

service . I flicked on

the

st

robes

and

be

ga

n to smell

burning

in

sulation . I flicked

off

the

st

robe s, hopin g the others

wouldn't ask. They didn 't.

No

lights could be seen be

low, there was no horizo n, and I

s tarted se riou s

ly

flying the

gauges. I appealed to the God of

Good Vectors on 122 .5, in the

blind. My sister, in the back seat

had

gotten out her Bible

and a

smal l fla shlight and was perusing

scripture for loopholes as I made

my call. At least she had faith. My

wife, in the right seat, was asleep

(or

pa

ssed out . I never knew

which).

An American 737

ca

me right

back and we chatted. They h

ad

just

departed Kali spel and it was

clear. Would I like Center's fre

quency? Yes, that would be keen.

From there on it was just a matter

of

flying headings as the nice man

at Center vectored us direct to

Kalispell

, l ike the village idiot

who really

needed help. We ar

rived without incident. The chain

leading to the accident was some

how broken. I don

' t

know how.

Sometime

s, when

we

do re

ally stupid thjngs in airplanes, we

get a second chance. There are no

guarantees . I've thou ght

man

y

times about that flight, and of its

other

potential outcomes. In

my

mindset to get there at all costs, I

jeopardized

the

live s of two

people who love and trust me and

believe

I

will keep them from

h

arm's

way. I hope I le a rned

something

th

at night.

We 've all shared the ago

ny

of

the John F Kennedy, Jr., tragedy.

In time, the NTSB will arrive at

an official conclusion. It is not our

place to speculate on the cause of

the acc ident, but the following

scenario

of

aircraft loss of control

rin gs true from a

ll

my years of

teaching

in s

trument flight.

We

thank Lt. Col. Eugene Mel v

in

for

passing it along.

78 Seconds o Live

How long can a pilot who has

little or no instrument training ex

pect to live after he flies into bad

weather and loses visual contact?

Re

searchers

at

the U niversity of

Illinois did so me tests and came

up with so me

very

interesting

data.

Twent

y

st

udent

g

uin ea

pigs flew into simulated instru

ment

weather, and all

went

into

graveyard spiral s . The outcome

differed

in

only one respect - the

time required until control was

lost. The interval ranged from 480

seconds to 20 seconds.

The

aver

age time was 178 seconds - two

seconds short of three minutes.

Continued

3


16/48

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17/48

Safety

of light

78

Seconds o

Live

ntinued

. .

Here s the

fatal scenari

o

Th

e sky is

ov e

r

cas

t and the

vis ibility is poo r.

Th

at reported

fi

ve- mil e v is

ibilit

y

look

s more

like two and you

ca

n' t

ju d

ge

the

height of the overcas

t.

Your altim

eter te

ll

s you that you are at 1500

fee t but y

our

m ap te

ll

s yo u th a t

th e r

e's

l

oca

l te

rr

a in as hi g h a

1200 fee

t.

There

mi

ght be a tower

ne

arb

y b

eca

u

se yo

u' re no t sure

how far

off

co ur se yo u are .

But

yo u've

fl

ow n into wo r

se wea

ther

than thi s, so

pr

ess on.

Yo u f ind

yo ur

e lf

un co

n

sc iously easing bac k

ju

st a bit on

the

co

ntrols to clear tho

se

towers.

With no

wa rnin

g,

yo

u' re in the

oup . You pee r

so

ha rd into the

mi lky w

hit

e mist th at

yo

ur

eyes

hurt. You

fi

ght the fee ling in yo ur

stomach.

You

try to swa

ll

ow, o

nl

y

to find

yo

ur mouth dry. Now

yo

u

rea li

ze

yo u shou ld have waited fo r

bette r

wea

the r.

Th

e appointment

was important, but not all that im

po rt a nt. So me

wh

e re a vo i

ce

is

say

in g, You ' ve had it - it

's

a ll

ove

r

You now have

78

seconds

to live.

Yo ur a ircraft fee ls o n eve n

kee l

but

your

co mp

ass

turn

s

sl

ow

ly. Yo u pu sh a littl e

rudd

e r

and add a litt le

pres s

ure

on

th e

co

ntro ls to stop the turn

but

thi s

fee ls unnatural and you return the

co

ntrols to their o

ri

g

in

al pos ition.

Thi s fee ls be

tt

e r

but

n

ow yo

ur

c

omp

ass

is turning a litt le fas te r

and yo ur

a irsp

ee

d is inc r

eas

ing

sli g htl

y.

Yo u sca n

yo

ur in s tru

ments fo r help

but

what

yo

u

see

lo ok s o mewh a t

unf

a

mili

a

r.

You

' re sure that thi s is

ju

st a bad

spo t. Yo u ' ll

br

ea k o ut in a few

minut

es. (

But yo

u don ' t h

ave

a

few minutes left

You now have

100

seconds

to live.

You glan

ce

at yo ur a ltimeter

and yo u are sh

oc

ked to see it un

winding. Yo u' re alr

ea

dy d

ow

n to

1200 feet. In stin c

ti

ve l

y,

yo u pull

back on the controls but the a ltim

e ter still un winds.

Th

e engine is

into th e red a nd th e a ir s p

ee

d ,

nearly so.

You

have 45

seco

nds

to

live

.

Now

yo

u ' re s wea tin g and

sha

kin g. Th

e re mu s t be

so

me

thin

g w ro ng w

ith

th e

co ntr

o ls;

pulling b

ac

k only m

oves

the air

spee d indi ca to r f urthe r in to th e

red.

Yo

u can h

ear th

e wind t

ea

rin g

at the aircr

aft.

Yo u are abo ut to mee t

yo

ur

Maker -

You have 1 seconds to

li

ve.

Sudde

nl

y yo u see the ground .

Th e trees ru sh up at yo u. You ca n

see the ho

ri zo

n

if

yo u

turn

yo ur

h

ea

d

fa

r enough but it's at a weird

ang le -

yo

u ' re a lm

os

t inve

rted

.

You open yo

ur

mo uth to screa m

bu t

You just

ran out

of seco

nds.

Thin

k a bo ut it befo re

yo

u

press on into marg

in

al weathe

r.

B onald F . Engen

9H-

999

lfn mr

mor

yof

Bon

ad B. n n

92

999

t sa dd e ns us to repo rt th a t

Ci v il

Air

Patro l has l

os

t a friend

and mentor

in

the d

ea

th

of

Dona

ld

D . En ge n ,

Dir

ec

tor

of th e

Na

ti

onal

Air

and

Sp

ace

Mu se

um fo r

th

e past three

yea

rs. Enge n was 75

years

of

age.

On Ju ly 13, Don E nge n was a

p

asse

n

ge

r in a moto

ri

ze d glider

nea r Minde n, Nevada w hen th e

fatal accident occurred . Witnesses

sa

id the sma

ll

cr

af

t

ca

me apa

rt in

th e a ir at a bout 5,

00

0 feet. An

o th er

sa

i lpl a ne

pi l

o t

wh

o w it

nessed the crash sa id the Ni mbus

4DM

a

pp

ea

red to be nose dow n

w ith th e w ings f lex in g g rea tl y

befo re brea k

in

g up .

E nge n was a N avy di ve

bomber

pi

lot who

sa

nk a Japan

ese

ship

in

World W

ar

n and received

hi s se rvi

ce's

highes t dec o ra

ti

o n,

the Navy

Cr

oss. He was the FAA

Administrator from

19

84 to 1

98

7

Ve te ra n

CAP

pi lo t, a

nd

fo rmer nava l av iator M D. Short

served with Enge n in the mid-fif

ti es on the ca rri e rs Fores ta ll and

Be

nnin

g to n.

Th

ey

we

re r

oo

m

mates o n the Bennington and have

re

main

ed c l

ose

pe rso nal f

ri

end s

s

ince

then. En

ge

n was Godfa ther

to S ho rt 's da ug

ht

e r

Su

za nn e

Sh

o

rt-Adlkin so

n, who i n

ow

a

maj o r in th e T

exas

Nat io na l

Guard.

E n

ge

n a

nd

S ho

rt

a l

so

fl

ew

FJ-

3s (F- 86) w ith a N avy

ac

ro

ba

tic tea m.

Don Enge n was always eager

to m

ee

t Civil Air Patrol M embers

at the Air and Space Mu

se

um and

always showed a great inte res t

in

CAP. H

e'

ll be mi ssed.

15


18/48

WATSONVILLE

- A l r P e t ~ f

EXCEL

AEROSPACE

MUNICIPAL

AIRPORT

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SUPPLY, INC.

is

proud

CHEVRON AN

, MS, NAS

to suppo

rt

AVIATION

HARDWARE& FAS

TEN

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and

salute

WE

SALUTE

the men

q.uet.J,

q.c

q.B j d,

AND SUPPORT

and women

THE

LIFESAVING

of

Arizona

EFFORTS OF

THE

Cal

ifornia

Civil A ir Patrol

California

CIVIL

AIR PATROL

Keep up the

good

work

831-728-6075

Nevada

818-767-6867

email:

New Mexico

Fax: 818-504-2979

[email protected]

661]

949-6620

11855 Wicks

Sf., Sun Va

lley

The Pacific

800]

548-4184

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We

say

THANKS to

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Ave ,

Airport

the Civil Air Patrol.

P.O. Box 2226

< ~

Lancaster

e proudly

support

the

men

& women of our C.A P

'G;.

California 93539


19/48

ngs

Over

offett

By Lyn Smith CSM

On Friday, 16 June, at

17

I

arrived at

Moffett

Fie ld to

drop

my son off at Building 152. We 'd

driven all day from Ventura

County to the Bay Area. t was a

pleasant drive, but I was tired and

he was excited and anxious to par

ticipate in his first Cal ifo rni a

Wing event.

On Saturday, my husband and

I walked

allover

the grounds in

hopes of finding our son working

Unknown cadets on break watch A-10 perform on 19

June

1999, Moffett

Field.

at his duty station. In the pro

cess, we met several very nice

cadets and eniors from

all

ac r

oss

the State. There were

138 CAP members, 40 Sea Ca

dets and approximately 15 Boy

Scout assisting wit

h the air

show

The

first Wings over

Moffett air show drew a crowd

in

the

tens of thousands to

watch

aerobatics and view

some of

the civilian antique and

experimental aircraft on display.

There

were several military air

craft as well, including the MIG

] 7 and the A-I Warthog.

Security was foremost

on

everyone s mind. Radio

commu

nications

between NASA Secu

rity

and CAP

seemed

constant

and

profe

siona . In fact,

every

one we saw that was

associated

with

the CAP prese nted them-

elves

with the proficiency one

would expect from a professional

security team.

I

met

three different flights:

Bravo, Charlie and Delta. I spoke

with

cadets in

each

of these

flights . They had traveled from

Sacramento and Los Angele to

be

part

of this event. C12Lt. Ian

Lewis of Squadron 153 told me,

"

It s

been

great

being here. I ve

been very busy

but

I like every

thing about it."

There are s ilent heroes that

participate in

cadet-oriented

ac

tivities

all

the

time.

Thi

s

event

was no different.

My

pedestrian

wa nderi ngs

at Moffett

Field l

ed

C/Sgt.

Ed Dougherty, Sq. 131, guarding planes on 19 June 1999, Moffett

Field.

Continued .

. .

17


20/48

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21/48

Wings

Over

offett

Continued

me

to the mess hall several ti mes

during the day where I met the

cooks . I mistook

CAP

members

for professional catere rs. They

were polite and informative

giv

ing me a tour

of

the facility and

whetting

my

appetite

with tanta

lizing menus. Their

day

began at

0500 and continued until

2300.

The

evening s

fare

was

Chicken

Teriyaki, steamed rice, tossed

salad and carrot cake.

As I watched Lt.

Col.

Chr is

Lee, Lt. Col.

Marc Cohen, retired

S/M

Valerie Watt and

S/M

Denise

Van

Loo working, I couldn t help

but feel

the dedication and com-

mitment these

four

people dem-

onstrated. It was late

in

the after

noon and they were

clear

ly tired

from their long day, but there was

no shortage of enthu siasm in the

kitchen on that

day. I

remember

thinking to myself that these were

the si lent heroes of the

CAP

- the

glue that keeps

our

team together.

Thank you

Remember

Our youth are

the

future

of

Civil ir Patrol

Give them every

consideration

Br

avo Flight. 20 June 1999, Moffett Field.

Cf Sgt. Mueller prepares for lunch on 19

June

1999, Moffett Field.

19


22/48

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23/48

rom the

LO

Mission Paperwork

With a

ll

th e

co

nfu sion taking

pl

ace in

CAP

today, mi ss ion paper

wo rk is the furthes t thing in m

os

t

peo ple mind .

Th

ere a re

eve

ra l

facts yo u n

ee

d to be

awa

re of. Fact

# 1 - ab o lutely nothing you do w ill

affec t th e o

ut

co me o f th e

CAP-USAF turmo il go ing on right

now. Fac t # 2 - CAP will survive

and co ntinue its important roles in

Sea rc h a nd R esc ue, C ade t pr o

g rams and Aer

os

pace e

du

ca ti o n.

Fac t # 3 - miss ion paperwo rk has

been and always will be a so re spot

in CAP and a detriment to fact # 1

and 2.

A yo ur USAF

li

aiso n

of ce

r,

it's my job to put the log ic tes t to a ll

th e mi

ss

io n pa per

wo

rk befor e

end it forward to National HQ or

USAF

fo

r re

imbur

se me nt. You

wo uld he lp the

process

grea

tl

y

if

yo u put

yo

ur own log ic tes t to the

paperwork before submitt

in

g it. For

exampl e: a co rp o rate C

ess

na 206

fli es a 1

5

hour so rtie and reques t

(v ia receipt ) re imbur ement for 40

ga llons of fue

l.

Those of

yo

u who

fl y 206s know

40

ga llons is not rea

so nable and will ra ise a red fl ag.

Wh at s mo re, Na ti o na l wi ll o nl y

pay fo r

1.5

hours of

fl

ying r

ega

rd

less of the fuel used - the w ing ea ts

th e res t

of

the cos

t.

In the n

ea

r fu

ture th e wing will not accept unex

pl ainabl e variances . Pl ease be co n-

c ienti ous and ex pla in ano ma li es

like thi s o r at l

eas

t l

eave

a pho ne

numbe

r.

The a me

thin

g w

ith

ground crew

s.

Onl y

50

of ground

crews put mil eage o n th e ir 108

form

s.

Everyone needs to put down

their mileage

Here are

so

me miss ion paper

work guidelines.

l.

In sure

yo

ur pho ne

numb

er

(not yo ur squ adr on s) is in

block 4 of th e 108.

2. Si gn the 108 .... leg ibly

3. Do a

sa

nity c hec k on the f uel

u

se

d vs . so rtie

dur

ation and

ex

pl

a

in

anoma

li

es.

4 . For ground crews put actual

mi leage a nd do a

sa

n ity

check on gas

co

nsumption.

5

Use only the fo rm 108 dated

January 99.

6.

Timeliness

in

turnin

g in

miss ion pa perw ork is criti

cal.

Pl ease he lp me in ensuring th at

the wing s miss ion paperwo rk pro

vides fo r a

pr

ec i e audit tra

il

and ,

mos t im po

rt

a ntl y, t im e ly re im

bur ement to our member .

Mike Prusak

California Wing Liaison Officer

Mahadocon

Takes

P

Reins r

om

Selwyn

eartfelt thanks from

Major Wyn Selwyn

Th

ese

past few years as Ca

li f

ornia Wing

Direc

t

or of

Public Affai rs have

been eve ntful and challenging fo r me as we in Public Affairs did our bes t to

ca rry out our mandate to in form the public and to enhance the im

age

of

bo th the Air Force and its offic ial aux ili ary.

Bu t now,

I ll

be stepp

in

g down as PA Director, and

I

ll be relinqui shing

the l

eader

hi p re

in

s to the eminently q ua

li

fied Lt. Co

l.

Fred Mahad

oco

n. As

many of yo u know, Fred holds a master's track in PA and served in that po

sition with great success prior to taking his ret irement from the Air a

ti

onal

Gu ard.

I d

like to thank a

ll

of yo u who ve touched my

li

fe during my tenure.

Th

anks for the many kindn

esses

and moments

of co

nsideration yo u have

ex tended to me and to the Publi c Affa irs spec ia

li

sts.

But

, then, thats how

Ci vil

Air

Patrol operat

e

with profes iona

li

m and mag nanimit

y.

Publi c

A

ff a

ir

s is o ne

of

th

ose

thin gs,

w hi c h

se e

ms to th e

uniniti

a ted , a

will-o -th e-w isp, a so rt of smoke-and-mirrors ba llet of words. Not r

ea ll

y

nuts and bolts stuff so me say.

No thing co uld be further fro m th e tru th. The effects of good public re

la

ti

ons are hard to measure. The effects of sub tandard or no PR are easy to

measure. Th e co

mp

a ny pa rkin g lo t is impl y e

mpt

y and the doo rs a re

boarded up because the

co

nstituencies

we

depend upon (our members and

the public) go do oth er things more fun becau e we haven' t bee n a

bl

e to get

our message acro s. (Here s the rah-rah part). A we travel into a new cen

tury,

we

all n

ee

d to loo k closely a t our squadron and at

CAP

as a whole and

ask ourse lves the ques tion: "Are we still relevant to our customers?"

2 1


24/48

Chaplain Lt Col.)

T.

Lloyd Cummings (left) and Chaplain (L t. Col.)

Delbert McLaughlin reminisce in 1985 about how they earned their mem

ber

ship in the

Caterpillar Club"

by

parachuting

from a

burning trans

port plane over Newhall 54 years ago.

The Dan It Rained Cha p

lains

Over Newhall

ou Just Never Know When

The Preacher Will rop

In

By Major Wyn Selwyn

EDITOR'S NOTE: CAP Chaplains are well versed in scriptural miracles. but

only a select few have ever experience one first-hand. This is

th

e story offil

teen chaplains who lived their own miracle one September day in J954.

Call it what you will - miracle divine intervention or ju st plain luck -

these men

of

God we re changed that day as they played out their li fe and

death drama of survival in the sky over Southern California. What fo llows

is an amazing story in the words of two people who li ved it.

Special thanks to Col. Ernie Pearson for his research help on this story.

T. Lloyd Cumming, a brand

new Civi l Air Patro l

Senior

Mem

ber, was hav

in

g a bad day. It wasn' t

so

much the

engi ne falling

off

the

airplane and the left

wing

engul fed

in

flame , but he had jumped out of

the gapi ng

ca

rgo

do

or a ll crooked

and the h

ock

of the chute openi ng

tore both s ho es f ro m hi s feet.

Worse, he was now descending d i-

r

ec t

ly into a sea

of

hi gh vo ltage

power lines, in hi s socks

C

ummin

g's adve

ntur

e had be

g un a few brief

minute

s before at

22

Burb

ank Airport

as

the

big Boeing

C-46 lumbered off runway one-five

a

nd

turned north throu g h the

Newha

ll

Pa

ss

for

a trip to

Mather

Air Force Ba e o

ut

s id e Sacra

mento.

The

15 c lergy me n aboard

we re on their way to a chap lain '

co

nfe ren

ce

.

They had bee n delayed for a

few minutes on the ramp as the pi

lot,

Air

Force

Captain

Thomas E.

Wil son, gave hi s passe nge rs a thor

ough hand

s-o

n briefing on poss ible

emergencies, including bailout pro-

cedures and the use of their para

ch

utes.

It wou

ld prove to be time

we ll spent.

Cummings took a seat forward,

on the right side of the pl ane .

Th

e

engine and curved ski n of the wing

dominated hi s view. T he men of

th

e

c lot h began to se ttl e in for what

th

ey

assumed

wo

uld be a

routine

two-hour flight to Mather, followed

by a pleasant lunch

at

the Officers'

Club.

Captain

Wil so n trimm ed th e

bi g

tran

s port for a steady crui se

climb as Oat Mountain pas

ed

be

hind

them

and the c ity g rid

gave

way to

rolling

fa rml a

nd

s

of

the

Santa Clarita Valley.

Ther

e we re

few congregated h

omes

there in the

mid -fifties, o nl y

farms

and or

c hards leading up to Southern

Ca

liforn i

a's

northe

rn

port

al, known

as

the Ridge R o

ut

e. The pilots

cou ld see plenty of

plac

es to land

the fat-bod ied transport if any thing

went wro ng.

Cummings stared vacantly out

the w indow, mesmerized by the in

visibility of the spinning prop pull

in

g them into the

ky

oIt wo uld be a

good

weekend

, he thought , a

chance to meet hi s

co

lleagues and

to lea rn so mething about thi s new

thing in hi s

li

fe called Civil Air Pa

trol.

Then it happened First an aw

fu l shuddering, as if the plane was

co

min

g apart.

It

was

In a few

heartbeats

the

big radial eng ine be

came a fiery ball of molten metal ,

shedding parts and sh

eets

of flame

back over the wing . For a second

Cu m min gs

was

tran sf i

xe

d

as

he

watched the skin

of th

e

wing

begin

to curl and me lt in the aw ful heat.

He knew the plane was doomed as

he watched the engine wrench it

se

lf

from the wing and tumble toward

the f ie ld s be lo w li ke a burnin g

co met. Life wa now meas ured in

mere

seco

nds.

Chaplain (Captain) Delbert

T.

McLaughlin , who wa s s itting ju st

behind the co-pilot, watched

in

dis

belief

as th e burning e ng in e fell

away. He had taken hi s

parachute

Continued . . .


25/48

ou

ust

Never

Know

Continued .

off

shortly after takeoff, leaving it

on an empty seat in

th

e back

of

the

plane. McLaughlin sprinted to the

chute

and stru gg led into the har

ness . It was

if

hi s fingers had lost

their Link to hi s brain. They fe lt like

sa usages as he fumbl ed with the

unfamili

ar s

nap

s a nd belts . The

plane began to fill with acrid black

smoke as he worked. Now he felt

the first

tentacle

s

of

panic ri se in

hi s throat as the plane lurched ,

nearl y

throwing

him to the floor.

He estimated he had sixty seconds

to get out

of

the plane.

Sudd

enly , one

of the pa

ssen

gers screamed that he couldn ' t get

out of hi s sea

t.

In hi s panic, he had

forgotten to unfasten hi s seat belt.

McLaughlin fought down hi s own

panic and courageous ly pau sed to

unh ook the man 's belt , certain ly

sav ing hi s li fe.

He

propelled the

panic-stricken man to

hi

s feet and

toward the door as he finally got hi s

own chute fastened. The frightened

man moaned,

we

must pray. We

can pr

ay

on the

way down ,

McLaughlin yelled , pushing him

toward the door.

The crew chief, hi s face

drained of

co

lor, ran aft and

struggled to jetti son the big cargo

door. The man was yelling so me

thing , trying to be heard

over

the

sounds of the dying airplane. Rac

ing with the others toward their one

dim hope of

escape,

Cummings

caught the words: evacuate

going

down

out

now Fi

nally, the hatch flew off and flames

began

to

lick at the men

in

the

cabin.

One of the chaplains had fro

zen at

the

door.

He

was doubled

over, blocking

the escape

of the

others. To hesitate was to die. Wing

Chaplain

Bert

Von Norman placed

his foot firmly on the man 's bac k

and booted him

out

into the void.

Th e

others

jumped as

quickly

as

they could hurl themselves into the

hazy morning

air

, 4000

feet over

Newhall.

The shock of the chute opening

slammed the leg s

trap

s into

Cummin

g's flesh and

hi s s

hoe

s

were

torn

from hi s feet. As he

floated down he watched as the pi

lot pulled th e faltering C46 up into

a stall , buying a few more seconds

for hi s own surviva l. Seconds later,

as the nose started down ,

Capt

ain

Wilson was seen to hurl himself out

of the plane at

700

fee

t.

There was

little chance his chute would open

at that altitude.

Now

Cumming

s faced another

major problem. Ten thousand-volt

power

lines laced the

earth

a few

hundred feet beneath

hi

s dangling

so c

ks. He wiggled hi s

toe

s

and

pondered

a plan

of

esca

pe

as the

power lines below got bigger every

second.

He 'd heard that it was possible

to s

teer

a chute by pulling on the

ri

sers to partially spill air. Desper

ately he pulled at the cords and the

chute began to go sideways, and at

the same time plummet him toward

the ground. Cummings was certain

he had fatally

co

ll

apsed hi s chute,

convinced that his arrival back on

earth

wou ld momentarily

be

her

alded by a

di

sgusting squishy thud,

but

at

l

east

he had avoided frying

amid the wires.

Finally the canopy refilled and

he landed easi ly in a fie ld , on his

feet. Then he watched in horror as

the

pilot 's chute

failed

to

open

completely, s

treaming out behind

the falling man. Then, just a second

before he hit the ground, the chute

blossomed . Wil so n was vio lently

sw ung up, then sl

ammed

onto the

ground

fl

at of hi s

back

.

The

chute

began dragg ing

the s

tunned

man

over the rough field. Cummings ran

to him and spilled the air from the

billowing silk canopy. Aside from

scrapes and bruises he was not in

jured.

Meanwhile McLau g

hlin had

tumbled out the door, also in a con

torted position. When he pulled the

ripcord

the

s

hroud

lin

es

tangled

around hi s left leg in a deadly

Gordian knot.

He

fo

und him

self

hanging up side down in

the

har

ness. Hi s eyeg lasses

were gone.

Strugglin g

with

all hi s mi ght he

somehow freed himself not realiz

ing that the opening shock had dis

located

his knee.

Below were

the

sa me

power

lin

es

Cummings had

see n. McLaughlin also

remem

bered the shroud-pulling trick and

maneu

ve red

away from

po ss ibl e

electrocution,

mi

ssing the lines by

only a few feet.

McLaughlin l

anded

hard and

was

unable

to get to hi s feet.

He

watched as a farmer , carrying a

lethal-looking pitchfork

, ran to

ward him . The

wild-eyed

man of

the so il looked him over warily,

fork at the ready.

He

finally low

ered the weapon. I thought the

Russ ian s had landed, he told the

injured chaplain.

A nearby sc hool had emptied

to see the spectacle. Scores of little

kid s ran willy-nilly toward the

prone McL

a

ughlin and crowded

around

to see

the

de ad man.

Mc

Lau

ghlin g

rinned weak

ly

and

feebly waved

an

arm

to

rea

ss

ure

them. The sc

reamed

and recoiled

when the co rp se moved.

To

McLaughlin 's great re li

ef

a teacher

Continued . . .

Save

this

magazine and

when

you need a job

done, service performed or

to

make a

purchase, check back to the advertisers

inside. They can build you a sidewalk,

fly

you in

a chartered plane or just sell you a pound of

bacon.

ou

name it ou will find they are some

of the

greatest

people

in

the state

23


26/48

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L-

8 Unit C

805) 723-9888

Lancaster


27/48

ou ust Never

Know

Continued .

fi

nally arrived and t

oo

k control of the milling gawkers

In anothe r nea rby f ie ld ,

Cummin

gs and the pilot

ga

thered up their chutes , and made their way toward a

n

ea

rby road where a pic kup tru ck had stopped . Th e

driver poked her head out of the window and dema

nd

ed

of

the barefoot cha

pl

ain :

Wh

y Lloyd

Cummin

gs, what

on earth are you doing here? It was Gwen Gillespi e, one

of

C

umming s

fo rme r pa

ri

shi on

ers

and an o ld friend

fro m the Newha

ll

church where he had pas tored. He

couldn ' t res ist th e line th at popped into hi s head.

G

we

n, yo u j u t neve r kn ow w he n the

pr

eac her

mi

ght drop in .

Later, a chastened Cummings visited the

wr

e

ckage

at the Sheri ff 's Hon or Farm where th e plane had hit and

f ireballed . Ponderin g the

mir

a

cl

e of hi s s

ur

viva l, he

poked among the ashes and fo und his parti a

ll

y burned

jacket In its pocket was a ch

ar

red, but readable bit of po-

eb'y he cheri shes to t

hi

s day; a momenta

of hi

s gratitude:

6

S,I

L ZE

1thr

[lock

of 1.[ifr

The clock o ife is wound but once

An

d no one

has the

power

To tell w

he

n the hands will stop

At

la

te or early hour

So

live and

lo

ve and

to

il

with

a

will

Place

no faith

in

the

distant

tomorro

w

s

Fo

r t

he

nfor you the clock may

be

still.

wo

Ho

spitals in

at

of ngeles Forest Fire

25


28/48

cS


29/48

o

ll

California

Wing

Public

ffairs

Officers

I am honored fo r the r

eco

mmenda

ti

on,

se

lec

tio n and appointm ent to be yo ur new Ca lifo rni a

Wi ng

Directo

r

of

Publi

c

Affa

irs. I

ass

ure a

ll

of

you I wi ll do my very bes t to

se

rve yo u and the

Ca lifornia Wing. It is my hope,

th

at with your as

sistance, we can make

th

e Ca

li

fo rnia Wing Pub

li

c

Affairs Program more viable and valuable to our

orga

nization - Civ il Air Patro l, United States Air

Force Auxi liary.

For the next month or so, 1 will be rev iew ing

our resources and try to utili

ze

them where it will

be most beneficial to our Public Affairs Progra

m.

Yes, as with most changes

in

a management posi

tion , chan

ges

in assignments, procedures, ex pec

tat ions, etc., are like ly to happen. But fo r now, J

hope the

Ca

lifo rnia W

in

g Publ ic Affairs St

aff

will

sincere ly co ntinue with

th

e ir current duti es in the

best manner possible.

For dle Groups, Squadrons and F

li

ghts Public

Affairs Officers, do ca rr n doin g the very bes t

you can for your unit. One

of

my primary

goa

ls is

to provide each and every Public Affairs Off ice r

the

train

ing you nee d to do yo ur job bette r and

with

greater

sati faction. I hope a ll Public Affairs

Officers, experienced and

in

experi enced, wi ll take

on these

tr a

ining

op

po rt

unities

when it co m

es

the ir way.

We, the

Ca

li

fo rnia Wing Public Affairs Staff,

w

ill

be dedicated to erve you - so, ask for our as

sistan

ce,

if and when

yo

u require it. Remember,

every

Ca

liforn

ia

W

in

g Publ

ic

Affairs Officer must

also dedicate themselves and their efforts towards

their duties

and

re spo nsibi l

ities

as out lined in

CAPM 190

-1

, Civi l Air Patrol Public Affairs Pro

gram.

Will be looking forward to meeti ng and work

ing with a ll you Public Affairs Office rs as we exi t

this ce ntury and enter the nex t. As

we

move fo

r

ward in time, tow ard s the end

of

Yea r 1999 and

into the beginning of Year 2000, let us truly work

togeth

er

and re

in

force Ca

lifo rni

a s

claim as be

in

g

the gr

eatest

Wing in C ivil Air Patro l. Public Af

fairs Officers ca n make it - o r br

eak

it. A fe llow

Ai r Fo rce Sergeants Assoc ia ti on me mb er once

said, Worki ng Togeth er, Works.

Res pectfully,

FREDERICK R. MAHADOCON, JR .,

LT. COL., CAP

Director,

Ca lifo

rn

ia W

in

g Pub

li

c Affairs

MEMORIAL

DAY

, MAY 31 , 1999 - 28th Annual Veterans

of

the

Flag

s,

Ventura, California. Honor

Guard (left to

right): C AIC Sean Haley; C A IC Dan Darrow, Com-

mander; C SRA David Thomas; CIA Ryan King.

Squadron

6

Honor Guard

Getting Fully

Booked

By Corinne R Miller

CAMARILLO ,

CA

- The Cadet Squadron 61 Honor Gu ard

is co mposed

of

two e lements, the Co lor Gu ard , led by CI

A IC Dan Darrow and the Rifle-Drill Tea m. Both units func

tion as one w ith the overa ll co mm and

of

C LT M atth ew

Jen

se

n. The Honor Gu ard has bee n receiving many reques ts

fo r the

Co

lor Guard and for the Rifle-Drill Team demon

Documents

California Wing - Jun 1999